Vehicle seat including an integrated child seat

ABSTRACT

A passenger vehicle seat and restraint system comprising a frame mountable to a vehicle and a restraint member and a seat member coupled to the frame to form a seat for supporting an occupant. The vehicle seat may further comprise a seat back frame movably attached to the frame and a restraint harness affixed to the frame and the seat back frame for securing the occupant thereto.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of co-pending U.S. patentapplication Ser. No. 09/734,361, filed Dec. 11, 2000, and titledRestraint System for a School Bus Seat, now U.S. Pat. No. ______, whichis a continuation of U.S. patent application Ser. No. 09/479,197, filedJan. 7, 2000, which in turn is a continuation-in-part of U.S. Ser. No.09/183,088 filed Oct. 30, 1998, and titled Restraint System for a SchoolBus Seat, now U.S. Pat. No. 6,123,388, all of which are herebyincorporated herein by reference. This application claims the benefit ofand priority to U.S. Provisional Patent Application Ser. No. 60/362,203,filed Mar. 5, 2002, and titled Child Restraint System, the disclosure ofwhich is also hereby incorporated herein by reference.

FIELD OF THE INVENTION

The present invention is in the field of passenger restraint systemsused to provide a protective passenger environment

DESCRIPTION OF THE PRIOR ART

Conventional seat belt systems combining a lap belt and an upper torsobelt are well known. These three-point restraint systems are usuallyused with seats offering rigid support for the belts. As typically usedin a vehicle, the three-point restraint system consists of single belthaving its opposite ends mounted to a pair of retractors with a seatbelt tongue connected to the belt intermediate to the belt ends. Thetongue may be swung across the person and engaged with a buckle affixedto the seat thereby positioning one portion of the belt across the lapand another portion of the belt across the upper torso. In some systems,only one end of the belt is mounted to a retractor while the other endis anchored to the seat or vehicle. Seat belts are active restraintdevices, requiring a passenger to actively engage the restraints forthem to be effective.

School bus passenger seats usually do not employ active restraint safetydevices, but instead rely on a passive restraint seat design. School buspassenger seats are built to specifications conforming to the safetystandards set by the National Highway Traffic Safety Administration,DOT. These are codified as 49 C.F.R. Ch.V, sctn. 571.222, Standard No.222, and require that the seat back bend or deflect forward when a forceis applied to the rear of the seat back. The code further specifies that4000 W inch-pounds of energy must be absorbed within a maximum forwarddeflection of the seat back of 14 inches and 2800 W inch-pounds beabsorbed within a maximum rearward deflection of the seat back of 10inches where W represents the number of seating positions for which theseat is designed. 49 C.F.R., Ch.V, sctn. 571.222, S5.1.3-5.1.4. The codespecifies a passive restraint system, and does not require any sort ofactive restraints, such as a two-point passenger restraining lap belt ora three-point passenger restraining lap belt and torso harnesscombination. Children riding the school bus are protected in head-oncollisions by the seat back in front of them deflecting forward andabsorbing some of their forward momentum.

Vehicles with deforming or deflecting seats provide special problemsregarding the integration of active restraint seat belt systems. Passiverestraint systems are designed to protect a passenger who has beenthrown forward by having the impacted seat back deflect upon impact ofthe thrown passenger and absorb some of their momentum. In a school busseat combining active and passive restraint systems, both of therestraint systems have to be able to perform their functions and theseat must still conform to the regulations set forth in 49 C.F.R.

In U.S. Pat. No. 5,746,476, there is disclosed an automotive seat havinga tower frame associated with the harness to transmit impact loads tothe floor. Despite the prior devices, there is still a need forincreased protection for children riding the school bus in an emergencyor crash situation. The addition of an active restraint system, such asa three-point lap belt and torso harness combination, would provideenhanced passenger protection in a head-on crash as well as providingpassenger protection in a broadside collision and/or roll situation.Disclosed herein is a three-point lap belt and torso harness passengerrestraint system that is compatible with the pivoting and deflectingseats required by 49 C.F.R.

Conventional seat belt systems combining a lap belt and an upper torsobelt are well known. These three-point restraint systems are usuallyused with seats offering rigid support for the belts. As typically usedin a vehicle, the three-point restraint system consists of single belthaving its opposite ends mounted to a pair of retractors with a seatbelt tongue connected to the belt intermediate to the belt ends. Thetongue may be swung across the person and engaged with a buckle affixedto the seat thereby positioning one portion of the belt across the lapand another portion of the belt across the upper torso.

Three-point seat belt systems installed in vehicles by the originalmanufacturer may be ineffective or unsafe when used by, for example,infants, children, or those with physical handicaps. Various types ofadd-on child restraint systems and harness positioning restraint systemshave been fashioned for use by these users. For example, portable childseats for infants and children up to about 50 pounds and booster seatsfor children between 30 and 60 pounds, mount to a vehicle for restraintof a child. Examples of booster seats are disclosed in U.S. Pat. No.5,797,654 to Stroud, U.S. Pat. No. 5,829,834 to Silverman, and U.S. Pat.No. 5,685,604 to Kain, which are incorporated by reference herein Thefederal government has mandated that child restraint anchorage systemsbe installed in most vehicles, including cars, trucks, and certainschool buses. These regulations, codified at 49 C.F.R. § 571.225(Federal Motor Vehicle Safety Standards 225 or FMVSS 225), incorporatedherein by reference, require two lower anchorages and an upper tetheranchorage of specified configuration, location and strength parameters.Similarly, 49 C.F.R. § 571.213 (FMVSS 213), incorporated herein byreference, specifies the dimensions of tether hooks used to attach atether strap to a tether anchorage. Disclosed herein are supplementalrestraint systems configured to mount to vehicles in accordance with 49C.F.R. §§ 571.225 and 571.213. These supplemental restraint systems mayalso be compatible with the aforementioned 49 C.F.R. Ch.V, § 571.222,Standard No. 222 (FMVSS 222), which is incorporated herein by reference,and which is applicable to school bus seats.

SUMMARY OF THE INVENTION

In one embodiment of this invention a modular vehicle seat comprises aframe defining a seat support surface, the frame configured for mountingto a frame support structure of a vehicle. The modular vehicle seatfurther comprises first and second posts extending away from the seatsupport surface of the frame and adjacent opposite ends of the frame. Aseat member is mounted to the seat support surface. A panel definingfirst and second channels adjacent opposite edges of the panel defines aseat back with the first and second posts received within the first andsecond channels respectively.

In another embodiment, a modular vehicle seat comprises a frame defininga seat support surface, the frame configured for mounting to a framesupport structure of a vehicle. The modular vehicle seat furthercomprises first and second posts extending away from the seat supportsurface of the frame and adjacent opposite ends of the frame. A seatmember is mounted to the seat support surface. A panel is mounted to thefirst and second posts and defines a seat back. The panel has a frontsurface adjacent the seat member. The modular vehicle seat furthercomprises a seat back frame member movably attached to the frameadjacent opposite ends of the frame. The front surface of the panel isconfigured to receive the seat back frame member therein. The seat backframe member is movable away from the panel toward the seat member upona vehicle impact with sufficient severity.

In another embodiment a modular vehicle seat comprises a frame defininga seat support surface, the frame configured for mounting to a framesupport structure of a vehicle. The modular vehicle seat furthercomprises first and second posts extending away from the seat supportsurface of the frame and adjacent opposite ends of the frame. A seatmember is mounted to the seat support surface. A panel is mounted to thefirst and second posts and defines a seat back. The panel has a frontsurface adjacent the seat member. The modular vehicle seat furthercomprises a seat back frame member movably attached to the frameadjacent opposite ends of the frame. A seat base is movably mounted tothe seat back frame adjacent the seat member and is movable downwardlytoward the seat member to form a child seat. The front surface of thepanel is configured to receive the seat back frame member and the seatbase therein. The seat back frame member and the seat base are movableaway from the front surface of the panel toward the seat member upon avehicle impact with sufficient severity.

Additional features will become apparent to those skilled in the artupon consideration of the following detailed description of illustrativeembodiments and features exemplifying the best mode of carrying out theinvention as presently perceived and various combinations thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a is a perspective view of a bench seat frame incorporating afirst embodiment of the present invention.

FIG. 1 b is the same view as FIG. 1 a with the addition of an attachedseat belt assembly.

FIG. 2 a is a partial side elevation view of the embodiment of FIG. 1.

FIG. 2 b is a front elevation view of the tower member of the embodimentof FIG. 1.

FIG. 2 c is a side elevation view of the embodiment of FIG. 1 coupled toa bench seat frame.

FIG. 2 d is a side elevation view of the embodiment of FIG. 1 mountedbelow a bench seat frame.

FIG. 3 a is an enlarged fragmentary front elevation view of the slot inthe tower member of the embodiment of FIG. 1.

FIG. 3 b is an enlarged side fragmentary elevation view of the slot inthe tower member of FIG. 3 a.

FIG. 3 c is an enlarged side fragmentary elevation view of theintersection of the tower member and the connecting member, showing therotation of the tower member.

FIG. 4 a is a perspective view of a bench seat frame incorporating asecond embodiment of the present invention.

FIG. 4 b is the same view as FIG. 4 a with the addition of an attachedseat belt assembly.

FIG. 5 a is a side elevation view of the embodiment of FIG. 4 a.

FIG. 5 b is a side elevation view of the embodiment of FIG. 4 b.

FIG. 5 c is a partial front elevation view of the embodiment of FIG. 4b.

FIG. 6 a is a side elevation view of the connecting member of theembodiment of FIG. 4 a.

FIG. 6 b is a front elevation view of one vertical piece of the towermember of FIG. 4 a.

FIG. 6 c is a side elevation view of one vertical piece of the towermember of FIG. 4 a.

FIG. 7 an enlarged perspective view of the crossbar member of the secondembodiment of FIG. 4 a.

FIG. 8 is a top plan view of the embodiment of FIG. 4 b.

FIG. 9 is a perspective view of the illustrative embodiment of the benchseat frame with a belt slack take-up device.

FIG. 10 is a fragmentary enlarged perspective view of the left side ofthe bench seat frame of FIG. 9.

FIG. 11 is a fragmentary cross sectional view of the seat portion andback portion of the frame in a pre-crash condition taken generally alongthe line 11-11 of FIG. 9 and viewed in the direction of the arrows.

FIG. 12 is the same view as FIG. 11 only showing the back portion tiltedforward in a crash condition with belt slack taken up.

FIG. 13 is a fragmentary top view of the bench seat of FIG. 10.

FIG. 14 is a cross sectional view taken generally along the line 14-14of FIG. 10 and viewed in the direction of the arrows.

FIG. 15 is a perspective view of an illustrative embodiment of the seatincluding the seat cushion.

FIG. 16 is a side perspective view of the seats depicted in FIGS. 9 and15.

FIG. 17 is a side schematic view of an illustrative embodiment of asystem of seats.

FIG. 18 is an exploded view of an illustrative embodiment of a passiverestraint seat.

FIG. 19 is a perspective view of a frame assembly of the illustrativeembodiment of FIG. 18.

FIG. 20 is a bottom perspective view of an illustrative seat member.

FIG. 21 is a rear perspective view of another illustrative embodiment ofa seat providing active and passive restraint of a passenger and showinga partial cutaway of the passive restraint back panel.

FIG. 22 is a front perspective view of the illustrative embodiment ofFIG. 21.

FIG. 23 is a side schematic view of an illustrative pivot mechanism ofthe illustrative embodiment of FIGS. 21 and 22.

FIG. 24 is perspective view of another illustrative embodiment includinga partial exploded view of the pivot mechanism of FIG. 23 and of arestraint mounting portion.

FIG. 25 is another perspective view of the illustrative embodiment ofFIG. 24 including a mounting back panel and passive restraint backpanel, both of which are partially cutaway.

FIG. 26 is a back perspective view of the illustrative embodiment ofFIG. 24.

FIG. 27 is a perspective view of the illustrative embodiment of FIG. 24including cushion members and active restraint web belts.

FIG. 28 is an exploded view of the cushion members of the embodiments ofFIGS. 18, 21, 27 and 29

FIG. 29 is a perspective view of another illustrative embodiment of aseat restraint system.

FIG. 30 is a perspective view of an illustrative web path-alteringdevice.

FIG. 31 is a perspective view of another illustrative web path-alteringdevice.

FIG. 32 is a perspective view of another illustrative web path-alteringdevice.

FIG. 33 is a perspective view of another illustrative web path-alteringdevice.

FIG. 34 is a partial front view of an alternative connector for use withany of the embodiments depicted in FIGS. 29-31 and 36-44.

FIG. 35 is a partial front view of another alternative connector for usewith any of the embodiments depicted in FIGS. 29, 31, 33 and 36-44.

FIG. 36 is a front view of a seat having one illustrative embodiment ofa supplemental restraint incorporating the present invention mountedthereto.

FIG. 37 is a front view of a seat having one illustrative embodiment ofa supplemental restraint incorporating the present invention mountedthereto.

FIG. 38 is a front view of a seat having one illustrative embodiment ofa supplemental restraint incorporating the present invention mountedthereto.

FIG. 39 is a front view of a child seat mounted to a vehicle seatincorporating one illustrative embodiment incorporating the presentinvention.

FIG. 40 is a front view of a child seat mounted to a vehicle seatincorporating one illustrative embodiment incorporating the presentinvention.

FIG. 41 is a front view of a seat having one illustrative embodiment ofa restraint harness incorporating the present invention mounted thereto.

FIG. 42 is a front view of a seat having one illustrative embodiment ofa restraint harness incorporating the present invention mounted thereto.

FIG. 43 is a front view of a seat having one illustrative embodiment ofa restraint harness incorporating the present invention mounted thereto.

FIG. 44 is a perspective view of a vehicle seat incorporating oneillustrative embodiment of a positioning harness system according to thepresent invention.

FIG. 45 is a front view of a vehicle seat having a child restraint seatmounted rearwardly thereon according to one embodiment of the presentinvention.

DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS

For the purposes of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of theinvention is thereby intended, such alterations and furthermodifications in the illustrated device, and such further applicationsof the principles of the invention as illustrated therein beingcontemplated as would normally occur to one skilled in the art to whichthe invention relates.

Referring now more particularly to the drawings, FIGS. 1 through 3 showa three-point restraint system 120 incorporating a first andillustrative embodiment of the present invention. The restraint system120 is designed to restrain two passengers sitting side by side. Therestraint system 120 includes a tower member 121 movably coupled to aconnecting member 122, and is adapted to be mounted to a conventionalschool bus passenger seat frame 123. Tower member 121 is adapted to moveindependently relative to seat frame 123. Preferably, tower member 121is adapted to pivot relative to seat frame 123. The members comprisingrestraint system 120 are formed from steel or any convenient structuralmaterial. Seat frame 123 includes a seat support portion 124 connectedto a seat back portion 125 and also connected to a leg portion 126adapted to be affixed to a surface, such as the floor of a school bus.Seat support portion 124 is typically formed from one or more bent metaltubes 127 and includes a front portion 128 and a rear portion 129. Seatsupport portion 124 may be wrapped or embedded in a cushion upon which apassenger may sit. Seat back 125 portion, also formed from bent metaltubes 127, may likewise be cushioned.

Connecting member 122 is formed having a rectangular cross-sectionalshape 130, although in other embodiments connecting member 122 may haveany convenient cross-sectional shape. Tower member 121 has a top end 131and a bottom end 132. Bottom end 132 includes a slot 133 shaped toaccept connecting member 122 and a pair of parallel apertures 134perpendicular to slot 133 through which rear portion 129 of seat supportportion 124 may pass to couple tower member 121 to seat frame 123. Towermember 121 lies in the plane defined by seat back portion 125 with thetop end of tower member 121 extending substantially into seat backportion 125.

Connecting member 122 has a front end 137 and a rear end 138, andincludes a rear aperture 140 through which rear portion 129 may extendto mount connecting member 122 to seat 123. Connecting member 122 isinserted into slot 133 in tower member 121. In operation, tower memberapertures 134 may be aligned coincident with connecting member rearaperture 140 enabling rear metal tube 129 to be passed therethrough,coupling tower member 121 and connecting member 122 to seat supportportion 123 and to each other. Connecting member 122 further includesfront aperture 141 through which front portion 128 extends, mountingconnecting member 122 to seat 123. (See FIG. 2 c) Alternatively,connecting member 122 may be affixed to seat support portion 124 by anyconvenient fastening means (See FIG. 2 d)

In operation, connecting member 122 lies in the plane defined by seatsupport portion 124. Both tower member 121 and connecting member 122 maybe embedded in cushions that simultaneously provide passenger comfortand prevent restraint system 120 from moving or jiggling. In theillustrative embodiment, tower member 121 is pivotally coupled to seatsupport portion 124. A stop means operable to limit the movement oftower member 121 is provided by the presence of connecting member 122 inslot 133, which limits the pivot angle 139 (see FIG. 3 c) through whichtower member 121 may be rotated. While the illustrative stop means isconnecting member 122 filling slot 133, any convenient stop means may beused. It is preferable that the pivot angle 139 through which towermember 121 may pivot is acute. It is more preferable that the pivotangle 139 be about 17 degrees, corresponding to the maximum alloweddeflection of seat back portion 125 caused by two unbelted passengersstriking seat back 125 from behind and two belted passengers pulling ontower member 121 from the front. Slot 133 preferably extends throughtower member 121 at a slight angle to the normal, such that whenconnecting member 122 engages tower member 121 connecting member 122 mayrest in the horizontal plane of seat support portion 124 while towermember 121 remains tilted backwards a few degrees to the vertical. (SeeFIG. 3 c) In this embodiment, the dimensions of connecting member 122and slot 133 are sized relative to each other such that tower member 121may rotate forward through a maximum of 17 degrees. (See FIG. 3 c)

Restraint system 120 also includes anchor wing 143 connected toconnecting member 122. A seat belt anchor 144 is fixedly attached toanchor wing 143, becoming one point of a three-point restraint. (SeeFIG. 1 b) Seat belt anchor 144 connects lap belt 145 terminating in atongue 146 to seat frame 123. Alternatively, two seat belt retractorscould be attached to both anchor wings 143, retractably connecting lapbelts 145 thereto. Restraint system 120 further includes a buckle 147fixedly attached to seat support portion 124 and adapted to lockinglyengage tongue 146. Restraint system 120 further includes a pair ofguides 148, such as, a conventional D-loop, attached near the top oftower member 121. A pair of torso belt retractors 149 are connected totower member 121, each housing a torso belt 150 and becoming the secondpoint of the three-point restraint. The torso belt 150 is extendedupwardly through guide 148 and downwardly across the torso of a seatedpassenger. The extending end of torso belt 150 also connects to tongue146. When tongue 146 is locked in buckle 147, buckle 147 becomes thethird point of the three-point restraint. Alternatively, a single belt(not shown) may extend between retractor 149 and anchor 144 with atongue (not shown) slideably mounted intermediate thereto. In operation,the invention adds active passenger restraint protection to the passiverestraint already provided by the deflecting school bus seats. Towermember 121 does not interfere with the passive restraint function of theseat back 125, since tower member 121 is adapted to pivot forward alongwith the seat back 125 in response to a rear impact. Seat back portion125 deflects forward in response to a forward force applied theretoconsisting of a passenger located rearward of the seat back portion 125impacting seat back portion 125 and/or a forward force applied tosupport tower 121 via torso belt 150 by a seated passenger pullingagainst the torso belt 150.

Another embodiment of the present invention is shown in FIGS. 4 through8. In this embodiment, the restraint system 220 includes a tower member221, a connecting member 222, and a crossbar member 252 and is adaptedto be mounted to a seat frame 223. Seat frame 223 includes a seatsupport portion 224 connected to a seat back portion 225. Seat frame 223is also connected to a seat leg portion 226 adapted to be affixed to asurface, such as a school bus floor. Seat support portion 224 is made ofbent metal tubing and includes a front portion 228. Rod member 229extends transversely across seat back portion 225 substantially withinthe plane defined by seat support portion 224. Seat frame 223 may bewrapped or embedded in cushioning material to provide passenger comfort.

Harness support assembly is made up of tower member 221, connectingmember 222, and crossbar member 252, and is mountable to seat frame 223.When so mounted, tower member 221 lies substantially in the planedefined by seat back portion 225, and extends through the plane definedby the seat support portion 224. Rear end 238 of connecting member 222connects to tower member 221 below the plane defined by seat supportportion 224. Front end 237 of connecting member 222 connects to frontportion 228 of seat support portion 224. In this embodiment, front end237 of connecting member 222 features front aperture 241 (FIG. 6 a)through which front portion 228 of seat support portion 224 extends.Tower member 221 is pivotally mounted to seat support portion 224 atpivot point 253. In order to accommodate two passengers, a pair ofharness assemblies is provided, each with a tower member 221, connectingmember 222 and crossbar members 252 and 254.

Rod member 229 extends through tower member 221 and crossbar members 252and 254. In the illustrative embodiment, crossbar member 252 includestwo parallel plates lying substantially within the plane of the seatsupport portion 224 and extending from the front portion 228 to the rodmember 229. Proximal end 255 (FIG. 7) of crossbar member 252 includessubstantially circular apertures 265 through which front portion 228 ofseat frame 223 extends. Distal end 256 of crossbar member 252 includescircular apertures 266 through which rod member 229 extends at pivotpoint 253. In this embodiment a crossbar coupling member 257 (FIG. 8)connects the plates of member 252. Likewise, a second connecting member254 is provided consisting of two plates being connected to the secondtower member in the same manner as described for member 252.

Tower member 221 comprises a pair of substantially vertically disposedmembers 258 (FIG. 5 c), connected by tower coupling member 260. In otherembodiments, tower member 221 may comprise a different number ofvertical members. Likewise, in this embodiment connecting member 222comprises two interconnected portions 259 (see FIG. 5 c).

Each connecting member 222 includes a slot 270 (see FIG. 4 a) at rearend 238. A pin 272 extends through slots 270 with the opposite pin endsfixed to vertical members 258. The pin slideably connects members 222 tothe tower 221. In normal operation, tower member 221 rests within theplane of the seat back 225, tilted slightly rearwards with the pin 272positioned at the forward end 273 (see FIG. 6 a) of the slot 270. Astower member pivots about pivot point 253, pin 272 moves towards therear of slot 270. Pivoting of tower member 221 is halted when pin 272reaches rear end 274 of slot 270. The length of slot 270 determines themaximum angle through which tower member 221 may pivot. In thisembodiment, the length of the slot 270 is such that the maximum anglethrough which the tower member 221 may pivot is 17 degrees.

As in the previous embodiment, restraint system 220 also includes guides248 connected near the top end 231 of tower member 221. Seat beltretractors 249 (FIG. 5 b) are fixedly attached to the two verticalmembers of tower 221. Each seat belt retractor 249 house a torso belt250, which connect to a tongue 246 in turn connected to lap belt 245.Restraint system 220 also includes a buckle 247 fixedly attached to seatsupport portion 224 and adapted to lockingly engage tongue 246. Torsobelt 250 is extended upwardly from torso belt retractor 249 throughguide 248 and downwardly across the torso of a seated passenger whilelap belt 245 extends horizontally across the passenger's lap.Alternately, a single belt (not shown) may extend between retractor 249to anchor 244 with a belt tongue slideably mounted intermediate thereto.

Many variations are contemplated and included in the present invention.In addition to those described in relation to the above embodiments, thepresent system contemplates including means for preventing prematureforward deployment of the tower member 221 relative to the seat back.For example, the top end of tower 221 may be connected to seat backportion 225 limiting relative motion therebetween until sufficient forcebreaks the top end of the tower apart from the seat back portion.

The preferred embodiment of the restraint system is shown in FIGS. 9-15.School bus seat 300 includes a main frame 304 with a pair if front legs301 and 302 and a pair of rear legs 303. The legs extend upwardly beingjoined to main frame 304 having a front member 305 integrally joined toa pair if rearwardly extending horizontal members 306, 307, and 309. Atubular member 308 has opposite ends integrally joined to side members306 and 307 with center member 309 extending between and integrallyjoined to front member 305 and cylindrical member 308. A pair of flanges310 and 311 are integrally joined tot he cylindrical member 38 and theopposite sides of member 309.

Frame 304 forms the frame for the seat portion of the seat whereas asecond frame 312 forms the frame for the back portion of the seat. Frame312 includes a horizontally extending tubular portion 313 integrallyjoined to a pair of downwardly extending tubular portions 314 and 315forming a single frame, in turn, having bottom ends integrally joined toframe 304. Frames 304 and 312 are located within the cushionrespectively of the seat portion and back portion of the seat tubularportions 314 and 315 are rigid; however, will bend forward as forwardimpact pressure is applied to the back portion of the seat forcing theback portion of the seat about its bottom end toward the seat portion ofthe seat.

Upwardly extending towers 316 and 317 are located immediately inward offrame portions 314 and 315. Tower 316 is mounted to and between plates355 and 356 (FIG. 10) which have holes 380 (FIG. 9) through which tube308 freely extends allowing the tower to pivot on tube 308 in thedirection of arrow 322 to and from the seat portion of frame 304. Tower317 is mounted in a similar manner. The top ends of towers 316 and 317are joined together by horizontally extending member 323. Flanges 324and 325 are integrally attached to the top ends of towers 316 and 317and provide guides through which the webs extend. Wall 339 is fixedlymounted to frame 312 and member 323 preventing member 323 from movingbehind frame 312. Wall 339 breaks when forward force is applied toeither frame 312 or towers 316/317 allowing independent movement oftowers 316/317 relative to frame 312.

Box constructions 381 and 382 extend between and are fixedly attached torear member 308 and front member 305. Each box construction supports aplurality of stationary bearings and a web retractor. Box construction381 and 382 include respectively inner plates 328 and 329 having rearends integrally secured to member 308 and front ends fixedly secured tomember 305. Likewise, box constructions 381 and 382 have outwardlylocated members, respectively 330 and 331 integrally secured andextending between members 308 and 305. Retractor plates 326 and 327 aresecured respectively to members 328 and 330 and members 329 and 331. Twoconventional inertia locking retractors are respectively mounted to andbeneath plates 326 and 327 with the web of each retractor extendingrearwardly toward tubular member 308.

Each box construction 381 and 382 have three stationary bearings withtheir opposite ends fixedly attached to the inner member and outermember of each box construction. For example, bearings 332, 333 and 334(FIG. 10) have first ends fixedly attached to inner member 328 andsecond ends fixedly attached to outer member 330. Retractor 335 (FIG.11) is fixedly attached to and beneath plate 326 and has web 336extending rearwardly over stationary bearings 332-334 but beneathmovable bearings 337 and 338. Web 336 continues around tubular member308 extending upwardly behind tower 316 to the top of the tower. The webthen extends over a bearing surface at the top of the tower and freelythrough a loop, such as flange 324 (FIG. 9) with the distal end 340 ofweb 336 being fixedly attached to the rear corner 341 of frame 304.

A conventional seat belt buckle tongue 342 is slidably mounted to web336 and is lockingly engagable with a conventional seat belt buckle 343,in turn, attached by web 344 to flange 310. Thus, with web 344 extendingupward through the seat cushion, tongue 342 may lockingly engage buckle343 forcing the web across the shoulder and chest of the occupantresiding on the seat and then across the lap of the occupant. Web 336therefore includes a chest portion 395 and a lap portion 345 when thetongue is secured to the buckle. Web 336 extends outward of the cushionforming the back portion of the seat. An identical retractor webcombination is provided on the right side of the seat as viewed in FIG.9 relative to tower 317 and box construction 382.

When force is applied in a forward direction to the rear of the seat bya passenger located behind seat 300, frame portions 314 and 315 arepushed forward bending and pivoting about their bottom ends. Frameportions 314 and 315 are sufficiently rigid to hold the seat backportion in an upright position but sufficiently weak to bend whenrearward force is applied thereto thereby being in compliance with thesafety standards set by the National Highway Traffic SafetyAdministration as discussed in the Description of the Prior Art herein.If a seat 300 is occupied then the forward motion of the passenger onseat 300 will apply forward force via web 336 to tower 316 rupturingbreakable wall 339 allowing the tower to pivot independent of frame 312.Towers 316 and 317 are pivotally mounted to tube 308 thereby allowingthe towers to pivot forward towards the seat portion or frame 304 of theseat. A pair of stop flanges 350 and 351 are fixedly attachedrespectively to towers 316 and 317 and project forwardly of the towers.The stop Flanges are designed to allow only a limited amount of forwardpivotal motion of the towers. Once the stop flanges contact members 330and 331, additional forward pivotal motion of the towers and frame 312is prevented.

Stop flange 350 will now be described it being understood that a similardescription applies to stop flange 351. Stop flange 350 includes a pairof spaced apart walls 355 and 356 (FIG. 10) fixedly secured to theopposite sides of the bottom of tower 316. A wall 357 has opposite endsfixedly attached to walls 355 and 356 and extends therebetween. Wall 357is elevated and spaced apart from the top surface of member 330 when thetower is in the erect or normal position. Wall 357 is spaced apart fromthe top surface of member 330 to only allow a predetermined amount offorward pivotal motion of the tower unit the wall contacts the topsurface of member 330 thereby preventing further pivotal motion of thetower and frame 312. The amount of forward pivotal motion of the toweris designed to be in accordance with the deflection requirements of theNational Highway Traffic Safety Administration specifications aspreviously discussed.

A web slack take-up device is mounted within each box construction 381and 382. The web slack take-up device 360 (FIG. 13) positioned withinbox construction 381 will now be described it being understood that asimilar description applies to the web slack take-up device positionedwithin box construction 382 device 360 includes a bottom wall 361secured to a pair of upwardly extending side walls 362 and 363 betweenwhich are fixedly mounted a pair of bearings 337 and 338. Web 336extends between bearings 337 and 338 and the three stationary bearings332-334 (FIG. 1). The proximal ends of walls 362 and 363 are fixedlyattached to sleeve 318 and are designed to pivot around tube 308. Tube308 extends freely through sleeve 318 (FIG. 9) and sleeve 319 of theslack take up device mounted within box construction 382. Walls 362 and363 have cut out portions 386 and 387 (FIG. 11) preventing interferenceof walls 362 and 363 with stationary bearings 333 and 332 when the toweris in the erect position.

Towers 316 and 317 cause the slack take-up device to pivot downwardly asthe towers pivot toward the seat portion of the seat; however, pivotalmovement of the towers in an opposite direction away from the seatportion does not cause the slack take-up devices to pivot to theiroriginal positions. Each tower includes a projection contactable with aprojection extending outwardly from sleeves 318 and 319. For example,tower 316 includes projection 370 (FIG. 14) extending inwardly whereassleeve 318 includes projection 371 extending outwardly toward tower 316.Thus, when tower 316 pivots in a counter clockwise direction, as viewedin FIG. 14, projection 370 contacts projection 371 causing sleeve 318and bearings 337 and 338 to pivot therewith in a counter clockwisedirection removing slack from the web. Movement of tower 316 in aclockwise direction simply moves projection 370 apart from projection371 without moving sleeve 318.

In operation, upon the occurrence of a crash, forward force may or maynot be applied to the rear of the seat by the passenger located behindthe seat. Forward force is applied however to web 336 by the occupantresting upon seat 300. With retractor 335 locked as the result of senseddeacceleration, forward force is applied via the web to towers 316 and317 causing the towers to pivot forwardly toward the seat portion of theseat. Stops 350 and 351 of towers 316 and 317 limit the forward pivotalmotion of the towers. Simultaneously, the web slack take-up deviceswithin each box construction 381 and 382 pivot downward resulting inbearings 337 and 338 of each web slack take-up device contacting therespective web of each retractor forcing the webs into a serpentine pathas depicted in FIG. 12 thereby removing any slack from the webs. Even ifan occupant is not resting upon seat 300, impact of a passenger behindseat 300 upon the back portion of seat 300 will cause frame 312 to bendand pivot toward the seat portion of the seat to the maximum anglepermitted by stops 350 and 351.

FIG. 15 illustrates seat 300 which has a seat cushion or other enclosure386 enclosing frame 304, a passenger restraint cushion or otherenclosure 383 enclosing frame 312 and a center cushion or otherenclosure 384 enclosing towers 316 and 317 along with member 323. Slots385 are provided in cushion 384 for the webs to extend through. Cushion383 is indented to receive cushion 384 to allow the center cushion 384to pivot forward independent of outer cushion 383 when force is appliedto towers 316 and 317 by occupant force being applied to the webs.

Many advantages flow from use of the preferred embodiment of theinvention. For example, webbing from a restrained occupant on seat 300simultaneously applies load to towers 316 and 317 causing the towers topivot forward while applying tension load to the entire webbing length.That is, slack is removed from the webbing surrounding the occupant bythe downwardly pivoting slack take up devices. Tension of the restraintis therefore increased around the occupant. A large mechanical advantageis provided by the lengths of the towers which exceed the length of theslack take up devices. As the towers pivot downwardly along withbearings 337 and 338, the tension increases proportionately therebydecreasing the occupant forward acceleration rate proportionally. Theincreasing tension in the lap portion of the web centers the occupant inproper seating position during forward impact movement. Likewise,additional tension in the web controls kinematic motion of therestrained occupant so that the motion is straight during forward motionand straight during rebound motion. The added tension in the web willfurther cause the occupant to be in proper seating position after theoccupant motion is complete.

The system of FIG. 9 will not cause additional stiffness to the seatback when the occupant is unrestrained or the seat is unoccupied andthus, maintains the energy management capability for any unrestrainedoccupant located behind seat 300. The system preserves the under seatclearance for other vehicle features. Likewise, the system will notrequire additional structure to the seat back when the restrained orunrestrained occupant is forced rearward into the seat back duringimpact.

FIG. 16 illustrates seat 300, as depicted in FIGS. 9 and 15, with thecenter cushion 384 pivoted forward of the outer cushion 383. Aspreviously described, the center cushion 384 encloses upwardly extendingtowers 316 and 317, each tower having a top portion and a bottomportion, and horizontally extending member 323 therebetween, whichtogether form a pivotable third frame or seat back frame 390 forsupporting the center cushion 384 and for supporting and guiding the webbelt 336 as depicted in FIGS. 9, 15 and 16. The frame 390 together withcenter cushion 384 form a seat back for supporting a passenger in seat300, which seat back moves together substantially as a unit as shown inFIG. 16. As described above and depicted in FIGS. 9, 15 and 16, seatcushion 386 encloses frame 304 to form the seat portion or seat bottomfor supporting a passenger.

Referring to FIG. 17, a system 398 of seats 300, as previously describedand depicted in FIGS. 9, 15 and 16, is illustrated with the seats in alongitudinally oriented row. The cushion 383 together with enclosedframe 312, as described and depicted in FIGS. 9 and 15-17, form apassenger restrainer for an unbelted passenger 396 or a belted passenger397 sitting in any seat 300 situated behind any other seat 300 asdepicted in FIG. 17. As illustrated in FIGS. 15 and 16, the cushion 383has a rearwardly facing surface 388. As illustrated in FIGS. 16 and 17,the cushion 383 also has a forwardly facing surface 389 of the cushion383 facing forward.

Referring to FIG. 17, the operation of system 398 will be expanded upon.As already noted, when a passenger 396, 397 sitting behind a seat 300applies a force forwardly toward rearwardly facing surface 388 of seat300, as in the event of a crash, then the frame portions 314 and 315 offrame 312 deform, thereby absorbing the energy of the forwardly movingpassenger 396, 397. As previously explained, if a forwardly movingpassenger 397 is wearing a seat belt 336, then the force of a crash willmove the passenger 397 against web belt 336 with force sufficient torupture breakable wall 339, or other frangible retaining means known toone skilled in the art, allowing frame 390 and associated enclosingcushion 384 to pivot forward independent of frame 312 until a stopmechanism, such as previously described stop flanges 350 and 351 incooperation with contact members 330 and 331, stops the forward movementof frame 390 and cushion 384. As previously noted, although the belt 336and associated take-up device 360 absorb some of the passenger's 397forward momentum, it will be appreciated that, depending on the size ofbelted passenger 397 and the force that passenger 397 applies on the web336, the passenger 397 may or may not impact surface 388 in a crash. Itwill also be appreciated that the frangible retaining means 339 may bedesigned to rupture at varying amounts of force. Also, because theforward movement of frame 390 and cushion 384 is independent of frame312, frame 312 and associated cushion 383 remain in place to absorb theenergy of a passenger 396 or 397, whether belted or not, sitting in theseat behind the seat of a belted passenger 397. The phantom rendition ofcushion 383 in FIG. 17 depicts the cushion 383 prior to contact by theforwardly moving passenger 396.

If a passenger 396 is not wearing a belt 336, then a crash will not movethe passenger 396 against the web 336 and the retaining means 339 willtherefore not break. In such a case, cushion 384 will remain withincushion 383 thereby pivoting forward with frame portions 314 and 315 andcushion 383 in the event that a passenger sitting behind impacts therearwardly facing surface 388. Similarly, if a passenger sitting behindan empty seat applies forward pressure against the rearwardly facingsurface 388 of such an empty seat, then frame 390 and cushion 384 willremain within frame 312 and cushion 383 and will not impede the movementof, but rather, will move forward with, frame portions 314 and 315.

Referring to FIGS. 18-20 another illustrative seat restraint isdepicted. Vehicle seat restraint system 400 is an illustrative modularseat comprising a frame assembly 410, a floor mount assembly 430, apassenger restraint member or panel 440, and a seat member 470.Illustratively, frame 410 comprises a pair of spaced apart and generallyvertically extending members or upright posts 411 and 412, sideformmembers 413 and 414, longitudinally extending front member or rail 415,longitudinally extending rear member 416, a pair of transverselyextending side cross-member rails or struts 417 and 418, and atransversely extending central cross-member tube or strut 419. Sideforms413, 414 are of a generally elbow-shaped and concave construction havingan open sided L-shaped lodgment area 490 including a vertical portionextending upwardly from the bend in the elbow and having an open top enddistal from the bend, and a horizontal portion extending transverselyaway from the bend and having an open reduced-neck end 426 distaltherefrom. Each sideform includes a plurality of mounting apertures 423and mounting slots 439. Posts 411 and 412, front member 415, and sidecross-members 417, 418 each have a generally elongated and concave orC-shaped construction having open opposing ends and including a basewall with opposing lips protruding away therefrom and generallyperpendicular thereto. Front member 415 thus has an open-sided andopen-ended channel 491 extending the length of the member, and crossmembers 417, 418 each have an open-sided and open-ended channel 492extending their respective lengths. Illustratively, the longitudinallyextending rear member 416 and the center cross-strut 419 are of tubularconstruction characterized by a generally rectangular cross-sectionhaving a hollow core.

The L-shaped lodgment area is configured to receive into the open-endedvertical portion of the lodgment area 490 the posts 411, 412, and intothe horizontal portion of the lodgment area 490 the rear member 416 andthe side cross-struts 417, 418. Illustratively, the posts 411, 412 fitsnugly into the vertical portion of the L-shaped lodgment area 490 oftheir respective sideforms 413, 414. In addition, the posts 411, 412 andtheir respective sideform 413, 414 are affixed or coupled together, asby, for example, welding at the point of intersection 420. It will beappreciated that the posts 411, 412 and sideforms 413, 414 alternativelycould be of monolithic construction. It further will be appreciated thatposts 411, 412 may but need not be parallel one to the other. It will beapparent to one skilled in the art that the posts 411, 412 need not beaffixed to the opposite ends of the frame 410 as just described, butrather that they may be affixed to the frame 410 adjacent to itsopposite ends.

The opposing ends of rear member 416 fit one each into the elbow portionof each sideform 413, 414 such that each opposing end is generallyaligned below and distal from said open top end and is generally distalfrom said open transverse end as best seen in FIG. 19. Each sidecross-strut 417, 418 fits into the horizontal portion of the L-shapedlodgment area 490 of its respective sideform 413, 414 with theirrespective open sides 490, 492 adjacent to and facing toward each otherthereby forming a unified member characterized by a generallyrectangular cross section having a hollow core. Each cross-member 417,418 is affixed or coupled to its respective sideform 413, 414 and to therear member 416, which, in turn, is also coupled to the sideforms 413,414. Central cross-member 419 is coupled to rear member 416 such that itis spaced apart from and disposed between side cross-members 417, 418.Front member 415 is configured to receive within its channel 491, andcouple therewith, the neck-down ends of each of the sideforms 413, 414,and each of the cross-member 417, 418, 419 ends distal from the rearmember 416. The reduced neck or notch portion 426 of each sideform 413,414 is sized to provide a snug and generally flush fit with the frontrail member 415 in both the horizontal and vertical planes. When sointerconnected or assembled, the elongate members 413, 414, 415, 416,419 define a seat support surface. Illustratively, the frame 410couplings just described are accomplished by welding, however, othermethods of coupling such as the use of bolts, rivets, or other fastenersmay be used.

The frame assembly 410 may be attached to a frame support structure of avehicle by one or more vehicle frame mounting members such as forexample floor mount assembly 430 for mounting to the floor of thevehicle, or wall mount assembly or bracket 437 (FIGS. 26-28) formounting to a sidewall of the vehicle, or a combination thereof. As bestseen in FIG. 18, floor mount assembly 430 comprises a pedestal 431, anda pair of pedestal reinforcement brackets 432. Each pedestal 431includes a plurality of frame-mount apertures 433 and a plurality offloor-mount apertures 434. Illustratively, there are four each of theframe-mount 433 and the floor-mount apertures 434, although a greater orfewer number could be used. Each of the pair of reinforcement brackets432 likewise have a plurality of frame-mount 435 and floor mount 436apertures corresponding to the respective pedestal apertures 433, 434.The reinforcement brackets 432 are sized to fit inside the pedestals 431such that apertures 433 align with apertures 435 and apertures 434 alignwith apertures 436. The brackets and pedestals are coupled to the floorby a fastener, such as a bolt, rivet, screw, or nail, inserted throughthe aligned apertures 434, 436 into the vehicle floor. The seat frame410 and floor mount assembly 430 are similarly attached together usingfasteners, which are inserted through the aligned apertures 433, 435 andthrough frame-mount apertures 424 formed in each sideform 413, 414. Inthe illustrative embodiment of FIG. 18, there are only three frame-mountapertures 424. It will be appreciated, though, that there may be more orless than three. Illustratively, these apertures 424 are extruded foruse with a bolt but without the need for a nut. Also, the pedestals 430are non-handed in that they are interchangeable, and may include threeor more floor mount assemblies 430 to mount the frame 410. In thealternative, the wall mount assembly or bracket 437, may be used withanother wall mount or with one or more floor mount assemblies 430.Similar to the floor mount assemblies 430, the wall mount bracket 437 isnon-handed and includes frame-mount apertures (not shown) adapted tocouple the bracket 437 to whichever sideform 413, 414 will be attachedto the side wall of the vehicle. The wall mount bracket 437 includesapertures 438 for coupling the bracket 437 to the wall of the vehicleusing fasteners, such as bolts, rivets, screws or nails. The floor mountassembly 430 is configurable for use with vehicles using conventionaltrack flooring. Similarly, the wall mount bracket 437 is configurablefor use with vehicles equipped with side wall mounted tracks. It will beappreciated that other frame mounting members, such as for example thelegs 126, 226, 301, 302 of FIGS. 1 a-5 c, 9, 15 and 16, or the pedestalassembly shown in FIG. 17, may be used to support and mount the frameassembly 410 in a vehicle. It will further be appreciated that any suchframe mounting members and/or assemblies 126, 226, 301, 302, 430, 437,or combinations thereof may be mounted adjacent opposite ends of frame410. All such support means preserve the under seat clearance forcleaning, maintenance and preserves other vehicle features.

Each of the components 411-419 of the frame assembly 410,illustratively, are either stamped, in the case of the posts 411 and412, the sideforms 413 and 414, and the rails 415, 417 and 418, orrolled and seam welded, in the case of the tubes 416 and 419, fromhigh-strength, low-alloy steel. Those skilled in the art, however, willrealize that any portion of the frame assembly 410, the floor mountassembly 430, or the wall mount assembly 437 may be made from any othersuitable metallic, non-metallic, or composite material, or combinationthereof, using any manufacturing method appropriate to the materialbeing used. For example, aluminum, titanium, KEVLAR, plastic, wood,bamboo, or resin may be used.

FIGS. 18, 21, 25, and 28 depict various aspects of restraint member orpanel 440. Illustratively, restraint member 440 has a generallyrectangular to square shape and is vacuum formed from twin sheets ofplastic, such as, for example, high density polyethylene or othersuitable plastic, including lightweight plastics, resulting in ahollow-shelled, structural restraint member or panel 440 having energyabsorbing properties as will be explained. The restraint panel 440includes a forwardly facing front surface 441 (FIGS. 18 and 28) andopposite thereto a rearwardly facing rear surface 442 (FIG. 21) with agenerally hollow core 460 therebetween (FIG. 25) and a number ofrecesses and grooves defined therein and configured to import rigidityto selected regions of the panel 440. The top and side portions offorwardly facing surface 441 are generally coplanar with portions of thesurface 441 being formed to include a number of recesses andprotrusions. The panel's formation to define therein a number ofrecesses configured to selectively impart rigidity to the panel 440 willbe further explained below.

Referring to FIG. 18, the forwardly facing surface 441 is formed toinclude recessed vertical side channels 451 and 452 and recessed lateraltop channel 453, which surround one or more generally rectangularprotrusions 464 formed in the central portion of the forwardly facingsurface 441, and which are configured optionally to receive a seat backframe member or assembly 510, and/or a built-in child restraint systemor integrated child seat or restraint assembly 605 as will be explained.The top channel 453 extends horizontally and is bounded horizontallyalong its top by inner top wall 455 and intermittently on its bottom byone of the protrusions 464. Outer top wall 456, which illustratively isthe topmost portion of restraint member 440, is spaced apart from and isgenerally parallel to inner top wall 455. Top walls 455, 456, whichgenerally extend horizontally across the substantial length of the topof the restraint panel 440, are generally perpendicular to the forwardlyand rearwardly facing surfaces 441, 442. As described, top walls 455,456 and forwardly and rearwardly facing surfaces 441, 442 define aportion of a head zone 461 (FIG. 21) having a hollow core 460 (FIG. 25)with a substantially rectangular cross section. It will be appreciatedby those skilled in the art that the extent of the head zone 461 isdetermined by the size of the vehicle occupants as will be explained andas depicted in FIG. 17.

Inner side walls (FIGS. 18 and 25) vertically bound the ends of lateralchannel 453 and the sides of vertical side or seat back frame channels451, 452. The upper ends of vertical side channels 451, 452 are inoverlapping relation with the lateral ends of channel 453 and viceversa. The vertical side channels 451, 452 extend vertically and arebounded along their outer sides by inner side walls 445 (FIGS. 18 and25), which are generally perpendicular and intersect with, inner topwall 455. Channels 451, 452 are intermittently bounded along their innersides by protrusions 464. Inner side walls are spaced apart from, andare generally parallel to outer side walls 446. Side walls 445, 446generally extend along the substantial vertical length of the sides ofthe restraint panel 440, and are generally perpendicular to theforwardly an d rearwardly facing surfaces 441, 442. As described,respective top walls 445, 446 and forwardly and rearwardly facingsurfaces 441, 442 define vertically extending and open-endedupright-post channels 447 and 448 (FIGS. 18, 21, 25), which are open attheir respective bottom ends and are configured to slidingly receiverespective posts 411 and 412. Channels 447, 448 illustratively have asubstantially rectangular cross section and generally define thevertical periphery of the restraint panel 440, and, as noted, define theouter vertical boundaries of the seat back frame channels 451, 452. Itwill be appreciated, however, that the channels 447, 448 need not bedefined at opposite edges of panel 440, but rather may be definedadjacent to the opposite panel edges. The channels could also be formedwith alternative cross-sections, such as circular or triangular, so longas they are configured to receive the posts 411, 412. Moreover, thechannels 447, 448 may but need not be parallel one to the other.

The forward facing surface 441 further includes substantially circularrecesses or dimples 449 spaced apart along the length of verticalchannels 447, 448. These recesses 449 cooperate with outer side wallrecesses or indentations 443, inner side wall recesses or indentations465 and rearward facing surface recesses or indentations 450 (FIG. 21)to guide into their respective channels 447, 448, to nestle and retainwithin their respective channels 447, 448, and to cushion or protectfrom impact, as will be explained, posts 411, 412. Those skilled in theart will appreciate that the recesses 443, 449, 450 alternatively may beof different shapes including, for example, circular, triangularquadrilateral, polygonal, paraboloidal, conoidal, etc., and sizes solong as they are configured to guide and nestle the posts 411, 412. Inaddition to the snug fit of the posts 411, 412 within the channels 447,448, the restraint member 440 optionally may be coupled to the frameassembly 410 by a connector (not shown) passed through an aperture (notshown) in the restraint member 440 and an aperture 468 in the side form.Such a connector may be a rivet, a screw, a bolt, a nail or othersuitable connector.

The forwardly facing surface 441 further includes a plurality ofrecesses 444, which, illustratively, are generally oblong in shape andspaced apart along the bottom portion of the restraint member 440 (FIG.18). It is within the teaching of the scope of this disclosure for theforward facing surface 441 to comprise additional recesses,indentations, protrusions, grooves and the like, such as those that areunspecified but illustrated in FIG. 18. Those skilled in the art willrecognize that any grooves, recesses, and indentations, for example theenumerated and described recesses 443, 444, 449, 451-453, formsupporting walls, such as for example walls 445 (FIG. 18), and knittingsurfaces or walls 459 as best seen in FIGS. 21 and 25, which import uponthe restraint member 440 selective rigidity and energy absorbingcharacteristics in cooperation with complimentary recesses andindentations which comprise the rearward facing portion 442 of therestraint member 440.

Referring to FIG. 21, rearward facing portion 442 includes recesses orindentations 457 and 458, as well as the just discussed indentations450. Recesses 458 are formed in various shapes, to include rectangularand oblong shapes, and sizes as best seen in FIG. 21. Indentations 457have a substantially cone shape, but may, like indentations 458, be ofvarying shapes to include triangular and rectangular, and sizes. Asnoted above, these recesses 450, 457-459 cooperate to import upon therestraint member 440 selective rigidity and energy absorbingcharacteristics which may be varied for selected areas or energyabsorbing crush zones of the restraint member 440 as dictated byprivate, industry, or government (local, state, or federal e.g. FMVSS222) motor vehicle safety standards. More specifically, in addition tothe previously described head zone 462, the restraint member 440 furthercomprises a chest or torso zone 462, and a knee zone 463 (FIG. 21).

Referring to FIGS. 18-21 and 28, seat member or seat pan 470 isdepicted. Seat member 470 illustratively has a generally rectangularshape and is formed from a sheet of plastic, such as, for example, highdensity polyethylene or other suitable plastic, including lightweightplastics, into a concave support seat member 470. As will be explainedbelow, the seat member 470 is formed to define therein a number ofrecesses configured to selectively impart rigidity to the seat member470. As best seen in FIGS. 18 and 20, the seat member 470 comprises arear portion 471 adjacent to the restraint member 470 when the vehicleseat restraint system is assembled, a front portion 472 parallel to andspaced apart from the rear portion 471, an upwardly facing top surface476, and a downwardly facing bottom surface 477 (FIG. 20) on the concaveside opposite the upwardly facing top surface 476. The upwardly topfacing surface 476 is formed to include a downwardly extruded buckleaperture or channel 473, and a member of front indentations or recesses474, side indentations or recesses 475, and channels or grooves 478. Theindentations 474, 475 illustratively have a conoid cross section,although any convenient cross-section to include triangular, circular,rectangular and the like may be used. The indentations 474, 475 importselective rigidity and support characteristics to the seat member 470.It will be appreciated that a fewer or greater number of indentations474, 475 may be provided. Similarly, grooves 478 also provide rigidityto the seat member 470. Rear portion 471 slopes upwardly away from thehorizontal plane of the seat member 470 as seen in FIGS. 18 and 20.

Referring to FIG. 20, indentations 474, 475 define in the downwardlyfacing bottom surface a number of respective front protrusions 484 andside protrusions 485 which extend into the concave portion of the seatmember 470. The protrusions 484, 485 include, respectively, grooves ornotches 481, 480. Front rail retaining clips 482 are configured tocouple or mount the seat member 470 to the seat frame 410 andillustratively are attached by rivets 486 to two of the frontprotrusions 484. In addition, two of the side protrusions 485, one oneach side of the seat member 470, are provided with steel springretaining clips 483 which also are adapted to couple or mount the seatmember 470 to the seat frame 410. Together, the rail retaining clips 482and the steel spring retaining clips 483 releasably mount the seatmember 470 to the frame 410. As best seen in FIG. 21, the bucklemounting bracket 429 passes through channel 473. Upwardly sloping rearportion 471 includes cutouts 487 and a downwardly projecting appendage488. The downwardly extruded portion of buckle channel 473, whichincludes a pair of spaced-apart notches 479, also extends into theconcave portion of set member 470, and is configured to receive, guideand support optional belt buckles 343 (FIGS. 21 and 28), which aremounted to center cross-strut 419 by bolt 428 threaded through mountingbracket 429 and aperture 422. Alternative couplings, such as rivets,screws, or nails could also be used to mount the buckles 343. Thenotches 479 are configured to receive and straddle the centercross-strut 419 when the seat member 470 and seat frame assembly 410 arecoupled together as will now be explained.

As best seen in FIG. 21, the seat member 470 is illustratively mountedto the seat frame 410 such that the protrusions 484 generally abut orcontact front rail 415, with a portion of the front notches 481positioned adjacent to or over a portion of the top lip 493 of the frontrail member 415 and with the rail retaining clips 482 passing under aportion of the top lip 493 of the front member 415 in order to trap thetop lip 493 between the retaining clips 482 and their respectiveprotrusion 484. Similarly, the protrusions 485 abut sideforms 413, 414,with a portion of side notches 480 positioned adjacent to or over aportion of the sideforms 413, 414 and with spring retaining clips 483releasably engaged with slots 439. Thus, the indentations 474, 475 andtheir respective protrusion portions not only provide rigidity to theseat member 470, but also support it on the frame assembly 410. When somounted, the front surface 441 of the panel 440 is adjacent the seatmember 470.

Referring to FIGS. 15 and 27-29, illustrative cushion and upholsterycomponents which are configured for use with the vehicle seat restraintsystem 400 are depicted. It will be appreciated that these componentsare configured for use with any of the prior described embodiments 120,220, 300 and or any of the embodiments 500, 600, 700 disclosed hereinbelow. Similar to seat 300 previously described in conjunction with FIG.15, illustratively, seat cushion or other enclosure 386 is affixed toand covers or encloses at least a portion of seat member 470 and seatframe 410, passenger restraint cushion or other enclosure 383 is affixedto and covers or encloses at least a portion of to rear surfacerestraint member 440 and seat frame 410, and center cushion or otherenclosure 384 is affixed to and covers or encloses at least a portion ofthe front surface restraint member 440 and seat frame 410 (FIGS. 27-29).Slots or apertures 385 are provided in cushion 384 for optional web websto extend through (FIG. 28). Slots or apertures 377 are provided incushion 384 for optional anchorage members, such as a rigid D-ring orround bar 34, to extend through (FIG. 28). Cushion 383 is indented toreceive cushion 384 and restraint member 440 (FIG. 28). However, it willbe appreciated that cushion 383 could be configured for use with vehicleseat restraint system 400 to envelope restraint member 440 including itsforwardly facing surface 441 thereby eliminating the need for cushion384 in this embodiment 400.

Each of the cushions 383, 384, 386 may include upholstery of anysuitable natural or synthetic material, such as various weights ofvinyl, cloth or other fabric, leather or plastic for example. Any suchupholstery covering cushion 386 may be attached to inner walls 445, 446,455 of back panel 440; to the sides, the front portion 472 and theappendage 488 of seat member 470, and to upholstery mounts 530 in thevarious illustrative embodiments incorporating a seat back frame 510which will be discussed below, as by, for example, pine tree fasteners,snaps, hooks and loops, rivets, glue or other adhesive, or any othersuitable fastener. In addition, the cushions 384, 386 alternatively maybe generally flat (FIGS. 17, 27, 28), or may have additional padding orbolsters 668 selectively positioned on and relative to the horizontalseat cushion 386 (FIGS. 15, 16, 29), and/or the vertical seat backcushion 383, 384 (FIG. 29). It will be appreciated that such bolsters668 generally partition a particular seat, for example seat 700, into anumber of individual occupant sections and generally add additionalcomfort and support to the seat while encouraging positioning. Thecushions 383, 384, 386 may be fashioned from any suitable materialhaving cushioning characteristics, such as for example foam. Therestraint member 440 and the seat pan 470 may be made of other suitableplastics as well as other suitable metallic, non-metallic, or compositematerials using any manufacturing process suitable to the material used.

Thus, the vehicle seat restraint system 400 is a modular systemcomprising the previously described frame assembly 410, one or morefloor mount assembly 430 and/or wall mount bracket 437, restraint panelassembly 440, seat pan 470, and cushions 383, 384, 386. Due to themodular nature of the system 400, individual components may be replacedone at a time in the field. For example, the seat pan member 470 may bedisengaged from the frame 410 and a new member 470 coupled to the frame410. Similarly, a new restraint panel assembly 440 could be slid on tothe posts 411, 412 after sliding off an old restraint panel 440. So too,a replacement frame assembly 410 could be installed on vehicle and usedwith the restraint panel 440, seat member 470 and cushions 383, 384, 386from the assembly 410 being replaced. Such is the nature with thecomponentry of below systems 500, 600 and 700.

In operation the vehicle seat restraint system 400 supports andrestrains an occupant 397 sitting on the seat and restrains an occupant396 (FIG. 17) located behind the seat restraint system 400 as follows.The seat member 470, typically in conjunction with cushion 386, definesa generally horizontal plane and supports any occupant 396, 397 sittingdirectly on the upwardly facing top surface 476 or on the cushion 386,which provides additional cushion and support (FIGS. 27-29). Due to theconcave nature of the seat member 470, as a force or pressure is appliedto the seat member 470, as from the weight or pressure of one or moreoccupants sitting on the upwardly facing surface 476, the upwardlyfacing surface 476 flexes or yields and the protrusions 484, 485 rotateoutwardly toward and about respective sideforms 413, 414 and front railmember 415. Because the seat member 470 yields and rotates as described,the seat member 470 provides a certain amount of comfort and allows thethickness of cushion 386 either to be reduced relative to a seat membermade from, for example, a flat piece of metal, wood, or particle board,or to be eliminated altogether if desired.

Restraint member 440 similarly supports an occupant, while allowing forreduced foam cushioning. Panel 440 with posts 411, 412 received withinrespective channels 447, 448 defines a seat back substantially in agenerally vertical plane and typically in conjunction with cushion 384provides support for the back of an occupant 396, 397 sitting on theseat member 470 and leaning back against restraint panel 440 or cushion384. Forward facing surface 441 in general and the protrusions 464 inspecific support the occupant directly or support the cushion 384 andthe occupant. The rearwardly facing surface 442 of restraint member 440typically in conjunction with rearwardly facing surface 388 of cushion383 provides cushioning and restraint for an occupant 396, 397 sittingin any seat behind the rearwardly facing surfaces 388, 442. As with theseat member 470, the construction of the restraint member 440, with itsyieldable plastic and hollow inner core, allows the thickness ofcushions 384, 389 to be reduced, or perhaps even eliminated. Similarly,the construction of the restraint member 440 allows for the verticalportion of the frame assembly to comprise the upright posts 411, 412without any type of upper cross-member or sheet metal which otherwisetypically is encased in thick foam. Rather, the restraint member 440provides sufficient support for the cushion 384, the upright posts 411,412 and an occupant of the seat while providing sufficient restraintcharacteristics for an occupant behind the seat. The previouslydescribed channels 451-453 and associated walls 445, 446 along with thevarious protrusions 464, recesses, indentations and notches 443, 444,449, 450, 457-459 provide rigidity to the restraint member and definerespective head, chest and knee crush zones 461, 462, 463. The restraintmember 440 is compliant with the passive restraint requirements of FMVSS222 as will now be explained.

The longitudinally oriented row or system of seats 398 depicted in FIG.17 is illustrative of seat system 400 similarly oriented. The cushion383 together with enclosed frame 410 and restraint member 440 form apassenger restrainer for an unbelted passenger 396 or a belted passenger397 sitting in any seat 300, 400 situated behind any other seat 400.Therefore, as explained above, when a passenger 396, 397 sitting behinda seat 400 applies a force forwardly toward rearwardly facing surface388 of seat 400, as in the event of a forward-impact crash, then therestraint member 440 and perhaps the upright posts 411, 412 deform,thereby absorbing at least a portion of the energy of the forwardlymoving passenger 396, 397. The phantom rendition of cushion 383 in FIG.17 depicts the cushion 383 prior to contact by the forwardly movingpassenger 396.

Thus, in operation, when a forwardly directed force is applied to therearward facing portion of cushion 388, the restraint system 400 willdeform to absorb and dissipate at least a portion of the force. Forexample, when a passenger or occupant 396 in a seat disposed behind(FIG. 17) a seat 400 equipped with restraint member 440 is forcedforwardly, as by the occupant's vehicle crashing into a vehicle in frontof the occupant's vehicle, into the rearward facing portion 388 ofcushion 383 and continuing into the rearward facing portion of restraintmember 440, the restraint member 440 deforms or yields at the point ofimpact to absorb at least a portion of the energy generated by theforward movement of the occupant 396. Depending on the amount of energygenerated, the restraint member may continue to deform beyond the pointof impact and eventually transfers the load to the upright posts 411,412. Upright posts 411, 412 are sufficiently rigid to hold the restraintmember 440 in a generally vertical position, but sufficiently weak todeform when sufficient force is applied thereto in compliance with thepassive restraint defomnability standards of FMVSS 222. Therefore,upright posts 411, 412 will deform, for example by bending or twisting,and further absorb and transfer at least a portion of any remainingenergy to the floor mount assembly 430, which in turn will absorb anddissipate at least a portion of any remaining energy. Finally, anyremaining energy would be transferred to and dissipated by the floor ofthe vehicle, and/or, if a wall mount 437 is used, the side wall of thevehicle.

In addition to restraining any rearward occupant 396 by generallyabsorbing and dissipating the energy of a forward moving occupant 396,the restraint member 440 protects the occupant 396 in the specifiedenergy absorbing crush zones 461, 462, 463 through the use of recesses.Illustratively, the protrusions and recesses adjacent to the bottom ofpanel 440, which is opposite to top wall 456 of the panel 440 and whichis movably adjacent seat member 470, define in the rear surface 442 aknee crush zone 465 with a particular energy absorbing characteristic.For example, recesses 450 not only guide and retain the posts 411, 412in channels 447, 448, but also cushion the area so that an occupant'sknees do not impact the posts 411, 412. Similarly, recesses 457 arelocated and constructed so as to provide impact protection between anoccupant's knees and a seat back frame 510 which will be describedbelow. Also, recesses 444 are positioned and constructed to provideimpact protection between an occupant's knees and the lower portions offrame 410 as well as the lower portions of the to-be-discussed seat backframe 510. The top walls 455, 456 and forward and rearward facingsurfaces 441, 442 adjacent the top of the panel 440 cooperate with eachother and with the recesses 458 generally to define the head crush zone,which not only restrains an occupant's head, but also providesprotection between the occupant 396 and a top cross-bar member 514 ofthe to-be-discussed seat back frame 510. The head crush zone may haveenergy absorbing characteristic different from that of the knee crushzone. In the event of a rear impact, an occupant 397 sitting on seatmember 470 would be forced rearwardly into the restraint member 440,which similarly would deform to absorb some of the energy of therearward moving occupant 397, and, depending on the amount of energygenerated, would transfer any excess energy or load to the posts 411,412, which in turn would deform and transfer any further excess energyto the floor mount assembly 430. In addition, because the restraintmember 440 envelopes the upright posts 411, 412, restraint and frame 410impact protection is provided for impacts with the side of the restraintmember 440, for example, from a person standing or walking down thevehicle's aisle, or from a person sitting in a seat lateral or obliqueto the restraint member 440. The chest crush zone 462 would be locatedbetween the head 461 and knee 463 crush zones and may have energyabsorbing characteristics that may differ from either of the head 461 orknee 463 zone characteristics, all as established by the applicablestandard, such as for example a private standard or a governmentalstandard such as FMVSS 222.

It will be appreciated that although the crush zones 461-463 havespecific names, such as head zone 461, chest zone 462 and knee zone 463,the occupant's body part that is actually restrained or protected canvary depending on the size and orientation of the occupant 396 aspartially illustrated in FIG. 17. Those skilled in the art will alsoappreciate that the restraint member 440 and the seat member 470 couldbe configured for use with the previously described systems 120, 220,300 or with existing conventional vehicle seats.

In the below embodiments 500, 600, 700, similar passive energymanagement and dissipation will take place when a rearwardly directedforce is applied to cushion 384, as when an occupant 396, 397 is forcedagainst cushion 384 as in a rear impact. In such a case, the cushion 384and restraint member 440 again will absorb at least a portion of theenergy generated by the rearward movement of the occupant 396, 397.Depending on the amount of energy generated, the restraint member maycontinue to yield beyond the point of impact and eventually transfersthe load to the upright posts 411, 412, which will yield as describedabove and further transfer at least a portion of any remaining energy tothe floor mount assembly 430, which in turn will dissipate at least aportion of any remaining energy.

As best seen in FIGS. 22 and 28, another embodiment of a vehiclerestraint system 500, illustratively configured for use with passengersor occupants 396, 397 ranging in size from infants to children to adultsor any combinations thereof, is depicted. Vehicle restraint seat system500 comprises the previously described frame assembly 410, floor mountassembly 430, restraint member 440, seat member 470, passenger restraintcushion 383, center cushion 384, and seat cushion 386, all of which areconstructed and operate substantially as explained above with respect tosystem 400. Accordingly, only those aspects of seat system 500 whichdiffer from seat system 400 will now be described.

Vehicle restraint system 500 further comprises a seat back frame 510,one or more restraint web belts or harnesses 336 and an optionalheight-adjuster guide belt 376 and associated height adjuster 58. Seatback frame 510 illustratively comprises a pair of spaced-apart andparallel vertical upright members or tubes 511, 512, a top cross-barmember 514, a bottom cross-bar member 515 which is spaced apart from andgenerally parallel to top cross-bar 514, and a pair of open-faced boxconstruction assemblies 524. One box construction 524 is coupled to theupper end of upright member 511 and one end of top cross-member 514. Theother box construction 524 is coupled to the upper end of upright member512 and another end of top cross-member 514. Opposing ends of bottomcross-bar member 515 are coupled one each to the respective lower endsof the upright members 511, 512. As assembled, cross-bars 514, 515 aregenerally perpendicular to and sandwiched between upright members 511,512 thereby giving seat back frame 510 a generally square to rectangularshape. Each of the components 511, 512, 514, 515, 524 of the seat backframe 510 illustratively are coupled together using spot welds, althoughother couplings may be used such as seam welding, rivets, bolts, screwsand the like.

Illustratively, each of the upright members 511, 512 have a generallyrectangular to ovate cross-section and are formed by rolling ahigh-strength, low-alloy steel, which is then seam welded to form thetubes 511, 512. The upright members 511, 512 each may include a plate ormounting member 530 configured to mount any upholstery covering cushion384 and further includes apertures 518, 519 configured to mount theframe 510 to a pivot mechanism 540 (FIG. 24). Bottom cross-bar member515 also has a generally rectangular to ovate cross-section and isformed by rolling and seam welding. It is illustratively fashioned outof low-carbon steel and includes anchorage mounting areas 534 configuredto mount anchorages 34, such as for example a round bar or D-ring whichmay be compliant with FMVSS 225, and apertures 590 configured to mount aretractor 692 as will be explained. Anchorages 34, illustratively, areconfigured to transfer to the vehicle structure any loads generated by achild restraint system or other restraint system coupled to theanchorages, and are welded to the mounting areas 534, althoughalternative coupling methods may be used. Top cross-bar member 514 isillustratively stamped from stainless steal to form a generally rotatedV-shaped member. The box construction 524 is stamped from ahigh-strength, low-alloy steel. It will be appreciated that the uprightmembers 511, 512, the cross-members 514, 515, and the box constructionmay be made of any other suitable metallic, non-metallic, or compositematerial by any method of manufacture suitable for the material beingused.

Each box construction assembly 524 is configured to mount restraintharness webs 336, 376 and formed to include an open face, an openbottom, upper and lower side apertures 525, 526, and front apertures 528(FIG. 24). Upper aperture 525 is configured to receive bearing member393. A movable member or roller member 399 is configured to fit overbearing member 393 to facilitate movement of belt 336 over bearingmember 393. Lower aperture 526 is adapted to receive mounting member394. Illustratively, bearing member 393 and mounting member 394 have acircular cross-section and may be, for example, a pin, peg, dowel, orspindle, although other mounting pieces of suitable shape and size maybe utilized.

Referring to FIG. 22, restraint harness 336 optionally is affixed ormounted on either or both sides of frame 410 and seat back frame 510 asfollows. A web retractor 374 is attached via apertures 421 to reartubular member 416 using any suitable coupling, such as a bolt, rivet orscrew, etc. (FIG. 22). A suitable retractor 374, for example, is anRLS-80 Retractor available from Indiana Mills & Manufacturing, Inc.under part number A35021. The retractor houses web belt 336, whichextends upwardly away therefrom and through an optional web guide 531(FIG. 21). The optional web guide 531 is mounted to seat back frame 510,vertically extending between box construction 524 and bottom crossbarmember 515, and is configured to encase and guide web 336 to and fromthe retractor 374. In the alternative, seat frame channels 451, 452 arealso configured to guide web 336 to and from the web retractor 374. Ineither event, web 336 continues upwardly and around movable member 399which encases bearing member 393 (FIG. 24) and outwardly through slot 63in bezel plate 354 (FIG. 22). Web 336 continues downwardly from thebezel plate 354 until its distal end attaches to frame assembly 410using web mounting plate 427 and bolt 428, or other suitable couplingsuch as a screw, rivet or nail. Tongue 342 is slidably mounted to web336 and is lockingly engagable with buckle 343, in turn attached bybuckle mounting member 429 and bolt 428, or other suitable coupling, tocross-strut member 419. Mounting member 429 illustratively is a metalplate, although other suitable non-metallic or composite members, suchas a length of web, could be used to couple the buckle 343 tocross-strut 419. An optional guide web 376 is also mounted by webmounting plate 427 and bolt 428 or other suitable coupling to frameassembly 410 at either of the sideforms 413, 414. Web 376 extends frommounting plate 427 upwardly through slot 66, around mounting member 394and back on itself in order to mount to mounting member 394 by, forexample, stitching, melting, glue, hook and loop, snaps, or othersuitable coupling means. Restraints 336 and 376 may be affixed ormounted to the seat frame 410 and seat back frame member 510 in othersuitable ways as well. For example, the web 336 may proceed downwardlyfrom bearing member 393 and through an aperture in mounting plate 427and then upwardly away therefrom and back on itself for stitching toitself, with the end of web 376 distal from mounting member 394sandwiched and stitched between the two portions of web 336.

Height adjuster 58 is slidably mounted to and associates togetherrestraint harness webs 336 and 376. Height adjuster 58 is configured toassociate belts 336 and 376 and slides up and down their length toadjust the position of the belts 336 and 376 about the occupant'sshoulder. As depicted on the right side of seat back frame 510illustrated in FIG. 22, when tongue 342 and buckle 343 are releasablyand lockingly engaged, they form a three-point restraint system.Referring to the left side of FIG. 27 and the right side of FIG. 29,then, engaging the tongue 342 and the buckle 343 forces the web 336across the torso and the lap of an occupant 397 (FIG. 17) in order torestrain the occupant and maintain the occupant in a secured relationwith the frame 410 and the seat back frame 510 upon impact of thevehicle. Restraint 336 therefore comprises a lap portion 345 and a torsoor chest portion 395. Other conventional web restraint systems fallwithin the scope of this disclosure.

Referring to FIGS. 23 and 24, pivot mechanism 540 comprises strut 542and a pair of spaced-apart plates 548, 549. Strut 542, illustratively isformed from any suitable metallic material into a generally elongatedbut elbow-like shape and formed to include a notch 543, a stop portionor shoulder 547, and apertures 544-546. Each plate 548, 549 is formedfrom any suitable metallic material into a generally L-shaped pieceincluding a plurality of apertures 550-552 and an arcuate slot orchannel 553. The strut 542 is movably coupled to and sandwiched betweenthe plates 548, 549 as follows. A rivet 556 passes through aperture 552of each plate 548, 549 and through aperture 545 of strut 542 to movablymount the strut 542 to the plates 548, 549. Each strut 542 moves onrivet 556 about its axis 560. Movement of strut 542 relative to plates548, 549 is restricted, as will be explained, by the restraint member440 and by a frangible retaining member or shear pin 558, which passesthrough the channel 553 of each plate 548, 549 and through aperture 546of strut 542. Shear pin 558, which illustratively will yield or shearunder a force of about 700 pounds, is held in position by cotter orbridge pin 559. Hollow mounting rivets 557 pass through apertures 550,551 in each of the plates to further couple the plates 548, 549together. It will be appreciated that other frangible stop means may beused such as described above.

As noted above, the pivot mechanism includes axis 560 (FIG. 22)generally defined through solid rivet 556 (FIGS. 22 and 23). As bestseen in FIG. 23, in the normal configuration the shear pin 558 isdisposed in the lower end of arcuate channel 553 thereby restrictingforward movement 561 (FIG. 22) of the strut 542 relative to the plates548, 549. When sufficient forwardly force is applied to the strut 542,the shear pin ruptures and allows the strut to move in a forwardlydirection 561 (FIG. 22) about axis 560 until the stop portion 547contacts the rivet 557 disposed in stop aperture 551 as shown in phantomin FIG. 23. Thus, the maximum angle 562 of forward travel between thenormal position 563 of the strut's longitudinal axis and its forwardmostposition 564 substantially is determined by the configuration anddisposition of the stop portion 547 and the stop aperture 551. It isdesirable for this angle of movement, typically a pivot angle 562, to bean acute angle. For example, an angle of between about 10 to 22 degreesis desirable. It may be more desirable to have a pivot angle of about 15degrees. When a reawardly directed force is applied to the strut 542,the strut 542 moves rearwardly about axis 560 as the shear pin 558 movesto the upper end of the arcuate channel until the shear pin contacts theend of the channel 553. Depending on the magnitude of the rearwardlydirected force, the shear pin 558 will either halt the rearward movementof the strut 542 upon making contact with the end of the channel, orwill rupture, allowing the strut to continue to move rearwardly aboutthe axis 560 until the strut 542 contacts (not shown) the opposite sideof rivet 557. As will be explained, this rearward movement is modifiedsomewhat when the pivot mechanism 540 is integrated into the restraintsystem 500.

The integration of the pivot mechanism 540 will now be described. Asbest seen in FIG. 24, the seat back frame member or assembly 510 iscoupled to the pivot mechanism 540 by slipping the upright members 511,512 over the struts 542 until a spring pin 520, which is lodged inapertures 518 in each upright 511, 512, makes contact with notch 543.The spring pin 520 defines the degree to which the struts 542 may beinserted within the uprights 511, 512, and thereby aligns aperture 519in each upright member 511, 512 with aperture 544 in each respectivestrut 542. Self-tapping bolt 521 is inserted through aligned aperture519 in respective upright member 511, 512 and aperture 544 in each strutto couple together the seat back frame 510 and the pivot mechanism 540.The strut 542 and the plates 548, 549 are non-handed, in that plate 548is interchangeable with plate 549, and the pivot mechanism 540 may bemounted either to right upright member 511 or to left upright member512. It will be appreciated that the plates 548, 549 and the strut 542may be made from any suitable metallic, non-metallic, or compositematerial using any manufacturing method suitable to the chosen material.Similarly, the above described couplings could be accomplished with anysuitable coupler, such as for example, a bolt, screw, nail, rivet andthe like.

Referring to FIGS. 21 and 22, the attaching together of frame assembly410, via pivot mechanism 540, and seat back frame 510 is depicted.Illustratively, a mounting coupling, such as for example a bolt 567, isinserted through each of the hollow mounting rivets 557 (FIG. 24) andinto apertures 423 (FIG. 19) of cross-struts 417, 418. Apertures 423 maybe extruded such that no nut is needed. Alternative couplers, such as arivet, screw, or nut and bolt may be used. When so attached, the seatback frame 510 normally lies substantially in the plane defined byupright members 411, 412 (FIG. 26) and extends through the horizontalplane defined the sideforms 413, 414, it being appreciated the seat backframe 510 could be configured for use with other embodiments describedherein. Because frame 510 and pivot mechanism 540 are coupled together,frame 510 is movably attached to frame 410 and will move or pivot in aforwardly direction 561 about axis 560 away from front surface 441 andtoward seat member 470 in an amount substantially depicted by angle 562and relative to frame 410 upon a vehicle impact of sufficient severity.The front surface 441 of restraint panel 440 is configured to receivetherein the seat back frame 510.

Referring to FIGS. 21, 25 and 28, when seat back frame 510 is in itsnormal position, it is disposed adjacent to and forward of restraintmember 440 with upright members 511, 512 generally disposed withinrespective channels 447, 448 and top crossbar member 514 generallydisposed within channel 453. It will be appreciated therefore, that thepreviously described rearward movement of the struts 542, and hence theseat back frame 510, initially is restricted by the restraint member 440as supported by upright posts 411, 412. As previously described, therestraint member 440 is formed with indentations and recesses, forexample cone indentations 457, that cushion the frame 510 from impact.Substantially as previously described with seat system 400, cushions383, 384, 386 also cushion and support passengers and cushion the frame510 and the other components of seat system 500 as illustrated, forexample in FIGS. 27 and 29. Cushion 384 covers the front surface 441 andseat back frame 510. However, as best seen in FIG. 28, in seat system500 cushion 384 is further configured to enclose frame 510 and movesubstantially as a unit therewith in substantially the same manner asdepicted and described in FIGS. 16 and 17, and as will now be explainedfurther.

The longitudinally oriented row or system of seats 398 depicted in FIG.17 is illustrative of seat systems 500 similarly oriented. As describedwith seat restraint system 400, which is included within seat system 500and operates substantially in the same manner therein, the cushion 383together with enclosed frame 410 and restraint member 440 form apassenger restrainer for an unbelted passenger 396 or a belted passenger397 sitting in any seat 300, 400, 500 situated behind any other seat500. Therefore, as explained above, when a passenger 396, 397 sittingbehind a seat 500 applies a force forwardly toward rearwardly facingsurface 388 of seat 500, as for example in the event of a forward-impactcrash, then the restraint member 440 and perhaps the upright posts 411,412 deform, thereby absorbing at least a portion of the energy of theforwardly moving passenger 396, 397.

As previously explained, and as represented by FIGS. 16 and 17, if aforwardly moving passenger 397 is wearing a seat belt restraint 336,then the force of a crash will lock the deceleration-sensing retractors374 and move the passenger 397 against web belt 336 with forcesufficient to rupture shear pin 558, or other frangible retaining meansknown to one skilled in the art, allowing seat back frame 510 andassociated enclosing cushion 384 to pivot forwardly independent of frame410 and restraint member 440 until a stop mechanism, such as the stopportion 547 of each strut 542 contacting the rivet 557, stops theforward movement of seat back frame 510 and cushion 384. As previouslynoted, although the belt 336 absorbs some of the passenger's 397 forwardmomentum, it will be appreciated that, depending on the size of beltedpassenger 397 and the force that passenger 397 applies on the web 336,the passenger 397 may or may not impact surface 388 in a crash. It willalso be appreciated that the frangible retaining means 558 may bedesigned to rupture at varying amounts of force other than theillustrative 700 pounds noted above. The illustrative 700 poundstypically may be generated by a six-year old of average weight beingmoved by a frontal impact forwardly against a web 336 of an engaged3-point restraint system. Also, because the forward movement of frame510 and cushion 384 is independent of frame 410 and restraint member440, frame 410, restraint member 440 and associated cushion 383 remainin place to absorb at least a portion of the energy of a passenger 396or 397, whether belted or not, sitting in the seat behind the seat of abelted passenger 397. The phantom rendition of cushion 383 in FIG. 17depicts the cushion 383 prior to contact by the forwardly movingpassenger 396.

Seat restraint system 500 will not cause substantial additionalstiffness to the seat back when the occupant of seat 500 is unbelted orthe seat 500 is unoccupied and thus, maintains the passive energymanagement capability embodied in seat 400 for any occupant 396, 397located behind seat 500. Thus, if a passenger 396 is not wearing a belt336, then a crash will not force the passenger 396 against the web 336and the retaining means 558 will therefore not break. In such a case,seat back frame 510 and cushion 384 will remain substantially withinrestraint member 440 and cushion 383 thereby pivoting forwardly withrestraint member 440 and upright posts 411, 412 and cushion 383 in theevent that a passenger sitting behind impacts the rearwardly facingsurface 388. Similarly, if a passenger is sitting behind an empty seat500 and applies forward pressure against the rearwardly facing surface388 of that empty seat, then frame 510 and cushion 384 will remainsubstantially within restraint member 440 and cushion 383 and will notsubstantially impede the movement of, but rather, will move forwardwith, restraint member 440 and upright posts 411, 412. Neither will theframe 510 and cushion 383 substantially impede rearward movement of therestraint panel 440 when the restrained or unrestrained occupant isforced rearward into the seat back during impact. Rather, the seat backframe 510 and cushion 384 will remain substantially within restraintmember 440 and cushion 383 and will not substantially impede anyrearwardly movement of, but rather will move rearwardly with, restraintmember or panel 440 and upright posts 411, 412 in the event of apassenger being forced against cushion 384 by a rear impact crash ofsufficient force. Moreover, once a rearwardly directed force is appliedto the seat back frame 510, the frame 510 will move rearwardly withoutadding appreciable resistance to the coincident rearward movementbecause of the fact that the arcuate shaped channel 553 allows the shearpin 558 to move freely therein until reaching the end of the channel553. If the rearward force is sufficient to move the seat back frame 510and restraint member 440 rearwardly such that illustrative shear pin 558moves to the upper portion of channel 553, then the shear pin will breakwith any force in excess of said sufficient force and continuerearwardly until stopped as described above, or by upright posts 411,412.

As just described, seat restraint system 500 maintains the passiverestraint characteristics of seat restraint system 400 and combines itwith the active restraint characteristics offered by the harness 336 andmovable seat back frame 510. As with seat restraint system 400, the seatrestraint system 500 also preserves the under seat clearance forcleaning, maintenance and other vehicle features. Those skilled in theart will appreciate that the seat back frame 510 and harness 336 couldbe configured for use with the previously described systems 120, 220,300 or with existing vehicle seats.

FIGS. 24-27 and 29, depict another embodiment of the invention. Vehicleseat restraint system 600 comprises the previously described frameassembly 410, vehicle mounts 430, 437, restraint member 440, seat member470, passenger restraint cushion 383, center cushion 384, seat cushion386, seat back frame 510, one or more restraint web belts 336, and theoptional height-adjuster guide belt 376 and associated height adjuster58, all of which are constructed and operate in conjunction with vehicleseat restraint system 600 substantially as explained above with respectto vehicle seat restraint system 500. Accordingly, only those aspects ofseat system 600 which differ from seat system 500 will now be described.

Seat restraint system 600 further comprises an integrated child seat orbuilt-in child restraint system 605, which illustratively is configuredto restrain a child ranging in size from about 17 to 55 pounds.Referring to FIG. 24, a seat back frame 510 is illustrated showingportions of two child restraint systems 605. As best seen in FIGS.24-26, integrated child restraint system 605 comprises a child restraintharness 636, a child-restraint harness support crossbar 610, a childrestraint harness mounting back member 612, a seat base or portion 613,a retractor 692, a release mechanism or cable 696, upper cushion cut-outportion 616, and lower cushion cut-out portion 617 (FIGS. 27 and 29).Support crossbar or transverse bar 610 and back member 612 are providedon seat back frame 510 and are configured, in cooperation with seat base613, to mount and support a portion of the child restraint harness 636between the seat back frame 510 and the seat base 613 (FIGS. 24-26).Transverse bar 610 is affixed to opposite ends of this seat back framemember 510 and may be disposed in another horizontal channel 454 formedin restraint member 440. It will be appreciated that the front surface441 of panel 440 is configured to receive therein seat base 613 and backmember 612, but may have to be modified as would be apparent to andwithin the capacity of one skilled in the art in order to accommodatethe back member 612.

As best seen in FIG. 24, seat base 613 illustratively is formed fromplastic into a generally square shape having crotch-web guide aperture646 and crotch-belt mounting apertures 647. Additional apertures may beformed around the periphery of the seat base 613 and configured toattach upholstery. It will be appreciated that seat base 613 may be ofother sizes and shapes and fashioned out of any other suitable metallic,non-metallic, or composite material. A mounting plate 656 is mounted toeach side of the seat base 613 distal from the crotch aperture 646. Eachmounting plate 656 is coupled by pivot pin 661 to respective pivotbrackets 660 mounted to bottom crossbar member 515 of seat back frame510, and includes an ear 658 having a belt guide aperture 659. Brackets660 may be mounted to the bottom crossbar member 515 by any suitablecoupling including, for example, rivets, nuts and bolts, welding,screws, nails, snaps, and pine-tree fasteners. Thus, seat member 613 ismovably mounted to seat back frame 510 adjacent its seat member 470,illustratively pivoting about pivot pins 661 relative to seat back frame510. For example, FIGS. 24 and 25 show the seat base in an up orretracted position, with its upwardly facing surface adjacent andgenerally parallel to back member 612 (FIG. 25). FIG. 24 further showsan additional seat base 613, only in the down or extended position,wherein its upwardly facing surface is generally perpendicular to backmember 612. FIG. 27 illustratively depicts the seat base 613 intransition between the retracted and extended positions moving forexample downwardly toward the adjacent seat member 470 to form a childseat.

Referring to FIGS. 24-27, restraint harness 636 is affixed to seat base613 and to seat back frame 510 and comprises coupling assembly 630 andone or more restraint webs conceptually divided into two shoulderportions 637, 638, two back portions 639, 640, a transition portion 641,retractor portion 642, two lap portions 643, 644, transition portion648, and a crotch portion 645. Retractor 692 operatively houses webportion 642, which proceeds upwardly away therefrom and is coupled totransition portion 641. Back portions 639, 640 are coupled to oppositeends of transition portion 641 and proceed upwardly away therefrom andup and over transverse cross-bar 610 and through inverted T-shapedmounting apertures or slots 650 in mounting back member 612 (FIG. 26).Shoulder or torso portions 637, 638 proceed downwardly away frommounting back member 612 and through respective tongues 631, 632 (FIG.27), which are slidingly disposed on the web. Lap portions 643, 644proceed downwardly away from the tongues 631, 632 and through respectiveguide apertures 659 formed in ears 658 included in flange 657 ofmounting plate 656 on the bottom of seat portion 613 (FIGS. 24-25). Onceunder seat portion 613, the lap portions 643, 644 are coupled bytransition portion 648 (FIG. 25). It will be appreciated by thoseskilled in the art, that the web portions could be one or more webscoupled together, or, excluding retractor portion 642, could be a singleweb in an endless loop. A crotch belt or web 645 is mounted at one endto seat base 613 by looping through apertures 647 back on itself forcoupling by, for example, stitching, or other suitable means such ashook and loop, glue, cement, rivets, or melting. Alternatively, the web645 may loop back- and be coupled (not shown) to the transition portion648 as by, for example stitching. The other end of crotch web 645 isconnected to a buckle 632 (FIG. 27).

When the seat base is in the retracted position, the crotch beltgenerally hangs loosely from the apertures 647 (FIG. 25). When the seatbase 613 is in the extended position the crotch web 645 extends from theapertures 647 up through the generally T-shaped guide aperture 646. Thecoupling assembly 630 comprises the tongues 631, 632 and the buckle 632,which are lockingly and releasably engageable with one another. Asuitable coupling assembly is, for example, an CBRX-HS system availablefrom Indiana Mills & Manufacturing, Inc. under part number A30950B. Asjust described, the restraint harness 636 comprises a five-pointrestraint harness system which maintains an occupant of the child seatsecured to seat base 613 and to seat back frame member 510 upon impactof the vehicle. It will be appreciated that a four-point restraintsystem or other multiple-point harness restraining system falls withinthe teaching of the embodiment. Such systems 605 are typicallyconfigured for child occupants weighing in a range of about 17 to 55pounds for use with the restraint harness 636. Because the restraintharness 636 is mounted to the seat back frame 510, if an occupant of thechild restraint system 605 were thrown against the harness 636 withsufficient force, as would occur for example in a crash, then the seatback frame 510 and cushion 384 would move forwardly about the axis 560as described for seat system 500 above, while leaving in place therestraint member 440, and the upright posts 411, 412. Otherwise, theoperation and functioning of the seat back frame 510 and the restraintmember 440, etc. are as described above in conjunction with seat system500.

Referring to FIG. 27, the embodiment of FIG. 24 is shown with thecushions 383, 384, 386 operationally attached as previously describedfor restraint systems 400 and 500. Shown in phantom on the left side ofFIG. 27 are the cushion cut-out portions 616, 617 of cushion 384 affixedto the retracted seat base 613 shown on the left side of the seat inFIG. 24. More specifically, upper cushion 616, having an inwardly facingsurface 619, and lower cushion 617 are substantially square torectangular in shape and are adjacent one to the other, coupled by, forexample a fabric hinge 618, which may be created by upholstering thecut-outs 616, 617 with a single piece of upholstery as known to thoseskilled in the art. In operation, upper cushion 616 folds or pivotsabout hinge 618 down over lower cushion 617, with its normally outwardlyfacing surface adjacent to the normally outwardly facing surface ofcushion 617. Next, the substantially coextensive cushions 616, 617continue to pivot downwardly about pivot pin 561 until the normallyinwardly facing surface 619 of upper cushion 616 is resting upon cushion386. In this extended configuration, the restraint harness 630 isdeployed for operational use on an occupant, and the depth of thedeployed cushion portions 616, 617, extending from the seat bightoutwardly away therefrom, is illustratively about 12 to 13 inches, itbeing appreciated that the depth of the cushion portions could be lesseror greater. In the restraint system's 605 retracted position, the seatbase 613 is received within the cushion 384 and the seat back frame 510,the cushion cut-out portions are stowed in a generally flushrelationship with the rest of cushion 384 and the restraint harness 630is stowed beneath the cushion portions 616, 617 as seen in the left sideof the seat in FIG. 27 and the left side of the seat depicted in FIG.29. It will be appreciated that portions of the restraint system 605 mayalso be received within the back panel 440, or that the thickness of theback panel may be modified as necessary and as within the ken of oneskilled in the art. Those skilled in the art will realize that thecushion cut-out portions could be fashioned, stowed, and/or deployed inother suitable ways.

It will be appreciated that the seat base 613 may also be deployed andconfigured in a booster-seat mode to support an occupant for use withthe vehicle's restraint system. In such a booster-seat configuration,the occupant, which may weigh in excess of about 40 pounds, would usethe vehicle's restraint system, for example three-point restraint web336, while harness 636 remains stowed behind the occupant. In addition,with the seat base 613 in the stowed position, an occupant may besupported on cushion 386 in a number of alternative ways. For example,an occupant may sit directly on cushion 386 and/or seat member 470 anduse restraint web 336 (FIG. 17). In another configuration, an add-onchild restraint system such as a booster seat or a portable childrestraint seat may be supported on the seat portions 386, 470 (FIGS. 39,40, 45), as is also the case with seat 500, with seat base 613 in thestowed position. The portable child restraint seat, which may have itsown restraint system 460 (FIGS. 39-40), illustratively would bereleasably coupled using one or more anchorages 32, 34, 136, 236, 670,770, 870, 970, alone or in combination as described herein below, andwould typically be for use with an occupant weighing less than about 55pounds. It may be desirable to mount the portable child restraint seat10 e, as for example in the case where the child occupant weighs lessthan about 20 pounds, in a rear facing orientation such that theoccupant faces in the direction opposite to the normal direction oftravel of the vehicle (FIG. 45). Similarly, the add-on child restraintbooster seat (not shown) would be for use with an occupant weighing lessthan about 55 pounds. In addition, an unrestricted booster seat (notshown) configured for use with an occupant weighing in excess of about40 pounds may be supported on the seat portions 386, 470. In all events,whether the booster seat is configured as seat base 613, is configuredas said add-on child restraint booster seat, or is configured as saidunrestricted booster seat, the booster seat will be configured for usewith the vehicle's restraint web 336. It will be appreciated that anycombination of the above fall within the scope of the invention. Forexample, on a single seat 600, 700, a first occupant, for example achild, may be supported on seat base 613, a second occupant, for examplean adult, may be supported directly on seat portions 386, 470, and athird occupant, for example an infant or another child, may be supportedin an add-on child restraint system which in turn is supported on seatportions 386, 470. Illustratively, the add-on child restraint system maybe a portable child seat for use with an infant or child, or it may be abooster seat for use with a child. As noted, a positioning harness couldalso be used in conjunction with the restraint harness 336.

A suitable retractor 692 illustratively is an ALR 1.5 Cable-ActuatedRetractor available from Indiana Mills & Manufacturing, Inc. under partnumber A30952 and disclosed in U.S. Pat. No. 5,380,066. Such a retractor692 is a positive locking retractor that must be released by a releasemechanism. FIGS. 25 and 27 illustratively depict a release tab 696,which is attached to cable 693 which proceeds through back member 612 ataperture or housing 695 formed in the back member 612 and proceedsthrough bracket 694 downwardly to retractor 692 (FIG. 26). Pulling ontab 696 releases the retractor 692, allowing it to pay out web 642. Asuitable release mechanism as just described, for example, includes acable web-pull assembly available from Indiana Mills & Manufacturing,Inc. under part number A30954.

As just described, and as with system 500, seat restraint system 600maintains the passive restraint characteristics of seat restraint system400 and combines it with the active restraint characteristics offered bythe harness 336, movable seat back frame 510 and integrated childrestraint system 605. Those skilled in the art will appreciate that theintegrated child restraint system 605 could be configured for use withthe previously described systems 120, 220, 300. It further will beappreciated that the integrated child restraint system 605 is adaptablefor use with a conventional seat or with vehicle seat restraint system400. However, in such a system the restraint system 605 would have to bemounted on frame 410 or restraint member 440 and the passive energymanagement and restraint aspects required by FMVSS might be compromised.As with seat restraint system is 400, 500, the seat restraint system 600preserves the under seat clearance for cleaning, maintenance and othervehicle features.

Referring to FIG. 29 another illustrative vehicle seat restraint system700 is depicted. Seat 700 incorporates all of the structure and functionof seat system 600. FIG. 29 also shows cushion bolsters 668, which mayalso be used with any of the seats 120, 220, 300, 400, 500, 600, 700depicted and described herein. More specifically, vehicle seat restraintsystem 700 comprises the previously described frame assembly 410,mounting assemblies 430, 437, restraint member 440, seat member 470,passenger restraint cushion 383, center cushion 384, seat cushion 386,seat back frame 510, a pair of restraint web belts 336, a pair ofheight-adjuster guide belts 376 and associated height adjusters 58, andintegrated child restraint system 605, all of which are constructed andoperate in conjunction with vehicle seat 700 substantially as explainedabove with respect to vehicle seat restraint system 600. Accordingly,only those aspects of seat system 700 which differ from seat system 600will now be described.

Seat 700 further comprises one or more upper anchorages or mount systems32, 136, 236 and/or tether anchorages or mount systems 670, 770, 870,970, alone or in combination. Illustratively, the upper anchorages 32,136, 236 and tether mount systems or anchorages 670, 770, 870, 970 aremounted to the seat back frame 510 in order to maintain both the passiverestraint characteristics of seat 400 and the active restraintcharacteristics offered by the harness 336, movable seat back frame 510and the optional integrated child restraint system 605. The anchoragesand mounts are also configurable for use with seats 120, 220, 300. Itwill be appreciated, that the upper anchorages and mounts further may beconfigured for use with seat 400 or for use with a conventional vehicleseat if retention of passive restraint characteristics is not desired.

The upper tether anchorage systems 670, 770, 870, 970 alter or redirectthe direction of a web in substantially the same manner using either aloop of web 672 or a D-ring 680, or other suitable device. For example,the upper tether systems 670, 770, 810, 970 may receive a tether strapor web 27 (FIGS. 32 and 40) proceeding upwardly from a portable childrestraint system or seat 10 d and redirect the upward path of said strap27 downwardly toward a lower anchorage 34 for coupling therewith insubstantially the same manner as with web 171 shown in FIG. 29. In sucha case, the lower anchorage 34 will transfer loads from the tether strapto the vehicle structure. It will be appreciated that the tether 27could also be routed through an upper anchorage 32 and downwardly to thelower anchorage 34 for anchoring. In either case, the illustrative routeis depicted in FIG. 29 in conjunction with a positioning harness 171which will be discussed below.

The illustrative tether anchorage systems 670,770, 870, 970 will now bedescribed. Illustratively, upper tether system 670 comprises a length ofweb 671 formed into a routing loop 672 at one end by doubling one end ofthe web 671 back on, and coupling it to, itself as by, for example,stitching 673 (FIG. 30). The other end of the length of web 671 ismounted or attached by any suitable method to the seat back frame 510thereby retaining the passive restraint characteristics of restraintsystem 400, 500, 600, 700. One illustrative method of mounting thetether system 670 is by stitching. For example, the other end of web 671could have a loop formed by stitching (FIG. 30) and configured toreceive a retaining member 778. The web 671 could be threaded throughaperture 776 in top crossbar member 514 and then coupled thereto byinserting the retaining member 778 through the loop as depicted in FIG.30. It will be appreciated that system 670 and each of the otherillustrative tether mount systems 770, 870, 970, which will now beexplained, may use other suitable mounting methods. It also will beappreciated that web 171 could be threaded through loop 671 in the samemanner as tether 27 in FIG. 30, and in such a case, could be mounted toseat 700 as depicted in FIG. 29, or to other seats 500, 600 having upperanchorages.

In another illustrative embodiment, upper loop tether system 770comprises a length of web 671 coupled at one end to a metal latch plateor tongue 674 (FIG. 31). The upper tether mount system 770 furthercomprises a buckle 675 and a web loop 672 coupled to said buckle 675 asby, for example, stitching 673. The tongue 674 and the buckle 675 areconfigured for releasable engagement with each other. The other end ofthe length of web 671 is attached to the seat back frame 510 by anysuitable method, such as for example the already explained retainingmember 778, thereby retaining the passive restraint characteristics ofrestraint system 400, 500, 600, 700. The tether 27 is routed throughupper tether mount system 770 in the same manner as with tether system670.

Referring to FIG. 32, another illustrative upper tether anchorage system870 comprises a length of web 671 coupled at one end to a metal D-ring680. D-ring 680 is formed to include an open-ended web routing aperture682 and a web mounting aperture 681, through which the web 671 isthreaded and looped back on itself to couple the web 671 and D-ring 680together by, for example, stitching 673. The web 171 or tether 27 isrouted through the aperture 682 to direct its path downwardly forcoupling with the lower anchorage 32. The other end of web 671 ismounted to seat back frame 510 by any suitable method, such as forexample the already explained retaining member 778, thereby retainingthe passive restraint characteristics of restraint system 400, 500, 600,700.

Another illustrative embodiment is depicted in FIG. 33. Upper tetheranchorage system 970 illustratively comprises a length of web 671coupled at one end to a metal latch plate or tongue 674. The upper looptether system 970 further comprises a metal D-ring 680 coupled to saidbuckle 675 as by, for example, rivets, it being appreciated that anintervening web (not shown) could couple the buckle 675 and the D-ring680 together, as by, for example, stitching. D-ring 680 is formed toinclude an open-ended web routing aperture 682 through which a web, suchas web 171 or tether 27 (FIG. 40), is routed in order to change thedirection of any such web 27. The tongue 674 and the buckle 675 areconfigured for releasable engagement with each other. The other end ofthe length of web 671 is attached to the seat back frame 510 by anysuitable method, such as for example stitching, thereby retaining thepassive restraint characteristics of restraint system 400, 500, 600,700.

It will be appreciated that the D-ring 682 may be made of any suitablemetallic material, such as die-cast from zinc or stamped from steel, andthat it may be overmolded with another material, such as plastic, toprotect any web, such as tether 27 or the below explained web 171, fromsharp edges. Alternatively, the D-ring 682 may be fashioned out of anysuitable metallic, non-metallic or composite material or combinationthereof. Each of the couplings and attachments mentioned above inconjunction with systems 670, 770, 870, 970 could be accomplished usingnot only the illustrative retaining member 778 already described, butalso any suitable method including, for example, rivet, screw, nail,glue, stitching or melting.

Referring now to FIGS. 39, 40, and 45, illustrative embodiments ofadd-on child restraint systems, illustratively portable child seats 10c, 10 d and 10 e, are depicted mounted to a vehicle seat 10 a asdescribed herein and as adaptable for use with any of systems 300, 400,500, 600, 700. The portable child restraint seats 10 c-10 eillustratively include a child restraint anchorage system comprising theabove mentioned upper tether strap 27 (FIG. 40) and two lower anchorstraps 29. As just described, the upper tether mounts 670, 770, 870, 970and anchorages 32 are configured for use with tether strap 27.Alternatively, the strap may be equipped with a connector assembly 38 asdescribed herein to provide releasable engagement with an upperanchorage 32. In any event, tether strap 27 may be equipped with amid-belt or integrated adjuster (not shown) to provide proper fit to thestrap 27 in operational engagement. It will be appreciated that althoughrear facing seat 10 e may have a tether strap 27, it typically is notused when the seat 10 e is mounted in the rear facing orientation.Moreover, the tether strap need not be used in mounting any of theportable child seats 10 c-10 e, and likely will not be used whenmounting to seat 400 in order to retain the passive restraintcharacteristics of seat 400. The mounting of the add-on child seats 10c-10 e is completed by coupling the lower anchor straps with loweranchorages 34 as follows. The lower anchor straps 29 are attached,either fixedly or removably, to the seats 10 c, 10 d. The distal end ofeach strap 29 is configured with a connector assembly 38, whichlockingly engages anchorages 34 to mount the portable seat 10 c-10 e toseat 10 a or to any of systems 300, 400, 500, 600, 700. Web adjusters40, which may be in-line mid-belt adjusters or adjusters integrated intoconnectors 38, are used to provide proper fit of straps 29 inoperational engagement by, for example, decreasing the length ofconnecting straps 29 when adjustment portions 42 are pulled away fromthe adjusters 40 thereby firmly securing the seat 10 c-10 e to the seat10 a, 10 b, 300, 400, 500, 600, 700.

Thus, portable child seat 10 c-10 e may be mounted to any vehicle seat10 a, including the bus seat 10 b depicted in FIG. 44 and any of seatsystems 300, 400, 500, 600, 700 as just described. The restraint of theoccupant of the portable child seat 10 c-10 e is provided by therestraint system 60 d, 60 e integral to the particular seat 10 c, 10 dand 10 e (not shown). Also, either of the portable child seats 10 c and10 d may be mounted in a rear-facing orientation as depicted withportable child seat 10 e in FIG. 45. The rear facing mounting istypically for use with children weighing less than 20 pounds, and may besimilarly mounted to the vehicle seat, but, as noted without using theupper tether 27.

Seat 700 may further comprise a harness positioning system 170configured for mounting to seat 700 using any one of upper tether systemmounts 670, 770, 870, 970 or anchorages 32, 136, 236. Positioningharness 170 comprises a length of web 171 having a chest or torsoportion 172, a back portion 178, and opposite ends each coupled to aconnector 38. The positioning harness 170 is releasably engaged ormounted on the seat as follows. The connector 38 coupled to one end ofthe web 171 is releasably engaged with the anchorage 34 distal frombuckle 343. The web 171 then proceeds from said distal anchorage 34upwardly and diagonally toward upper tether mount 870 (FIGS. 29, 32) orother illustrative upper tether system mount 670, 770, 970 (FIGS. 29-33)continuing therethrough and downwardly away therefrom continuingdownwardly along the cushion 384 to the anchorage 34 proximal to buckle343 where the connector 38 on the other end of web 171 is releasablyengaged with said proximal anchorage 34. A height adjuster (not shown)similar to height adjuster 58 may be slidingly mounted to torso portion172 and back portion 179. It will be appreciated that the connector 38at either end of the web 171 may be engaged with its respective roundbar or other anchorage 34 first, or that they may be connected at thesame time.

Harness 170 is operationally engaged about a passenger (not shown) asfollows. One end of web 171 is releasably engaged with the distalanchorage 34. The web 171 then proceeds upwardly over the torso of anoccupant or passenger and through the upper tether system mount 670,770, 870, 970 and downwardly away therefrom continuing downwardly behindthe passenger to releasably engage the other connector 38 with theproximal anchorage 34. Then, the previously described three-pointrestraint web 336, or other conventional restraint web, is releasablyengaged about the passenger, crossing over the positioning harness 170generally at point 53. It will be appreciated, that the order ofengagement and/or the crossing of the webs 171 and 336 may be reversed.For example, the illustrative positioning harness depicted in FIG. 37and explained below shows a positioning harness 70 b passing beneath thevehicle harness 61. When so engaged about a passenger, the positioningharness 170 will position a passenger for beneficial use of harness 336,and accordingly, the positioning harness 170 will not alter the previousdescriptions of the use of the harness 336 in conjunction with thepassive restraint of seat restraint system 400 or the combinationpassive and active restraint of seat restraint systems 500, 600. Thoseskilled in the art will further appreciate that a crotch belt could beadded to web 336 as, for example, is shown and described in FIG. 38below.

Web 171 and portable child restraint seats 10 c, 10 d may also bemounted to the vehicle seat using other suitable anchorage systems suchas for example systems 136, 236. For example, referring to FIG. 34,connector 136, which comprises a snap hook or other connector configuredto mount to a length of web 171, 27 either directly or through anotherlength of web coupled with a web adjuster 31, may be used to couple web171, 27 to an upper anchorage 32. Web portion 172 illustratively couldbe mounted through an adjuster 31 and extends therefrom downwardlybehind a passenger or occupant (not shown) for coupling with anchorage34 as described above. It will be appreciated that the connector 36disclosed above could be configured for use as depicted with web 171 inFIG. 34 and used in substantially the same way with tether 27.Similarly, coupling assembly or connector 236 comprises a conventionaltongue attached to the vehicle seat back frame 510, or other suitableframe or portion of a vehicle seat, and configured to releasably couplewith a buckle attached to a length of web such as web 171, 27 eitherdirectly or through another length of web coupled with a web adjuster31. Web portion 172 is threaded through adjuster 31 and extendstherefrom downwardly behind an occupant (not shown) for coupling withanchorage 34 as described above. Coupling assembly 236 is alsoconfigurable for use with tether 27 described above. These connectors136, 236 are configurable for use with vehicle restraint system seat120, 220, 300, 400, 500, 600, 700, as well as the restraint systems 20a-c and alternative positioning harnesses 70 a-c described below.Moreover, these connectors 136, 236 may be used in conjunction withupper tether mounts 670, 770, 870, 970. For example, the tongue ofconnector 236 could be attached, as by sewing, to web 671 of one of theupper tether mounts 670, 770, 870, 970. In such a case, a positioningharness, such as positioning harnesses 70 a-70 c described below, couldbe configured with a buckle to engage the tongue as described above, anda tether 27 could be configured for use with the tether mount.

As just described, and as with seat restraint systems 500, 600, seatrestraint system 700, even with portable child restraint seats 10 c-10e, harness positioning system 171, the below described harnesspositioning systems 70 a-70 c, or the below described harnesses 20 a-20c attached, maintains the passive restraint characteristics of seatrestraint system 400. Those skilled in the art will appreciate that therestraint system 700 could also be configured for use with thepreviously described systems 120, 220, 300. It further will beappreciated that the restraint system 170 is adaptable for use with aconventional seat. As with seat restraint systems 400, 500, 600 the seatrestraint system 700 preserves the under seat clearance for cleaning,maintenance and other vehicle features.

It further will be appreciated that alternative harness positioningsystems fall within the scope of this disclosure and may be configuredeither for use with upper loop tether systems 670, 770, 870, 970, orwith alternative means of operative engagement with vehicle seats 120,220, 300, 400, 500, 600, 700 such as the above mentioned alternativeanchorages 32, 136, 236. For example, referring to FIGS. 36-38, and 44,additional illustrative embodiments of harness positioning systems 70a-70 c for use with vehicle seats 10 a, 10 b, 120, 220, 300, 400, 500,600, 700, and with any other conventional original equipmentmanufactured restraint systems are depicted. Vehicle seat 10 a hereinbelow represents a conventional vehicle-seat, or one-half or one-thirdrespectively of a two-passenger or three-passenger seat, such as forexample seats 120, 220, 300, 400, 500, 600, 700, and having a generallyvertically extending back portion 12 and a generally horizontallyextending seat portion 16. The illustrative embodiment depicted in FIG.36 shows conventional restraint system 60 a having a belt or web 61including a chest portion 62 and a lap portion 64. Web 62 is fixedlysecured at its proximal end (not shown) to seat 10 a, which may be anyconventional seat or any of the seats 300, 400, 500, 600, 700 describedherein, and extends outwardly away from aperture 63 and downwardly awaytherefrom across the torso of the occupant (not shown). A conventionalbelt buckle tongue 65 is slidably coupled to web 62 and is lockinglyengageable with seat belt buckle 69. Buckle 69, in turn, is attached byweb 67 to seat 10 a. Lap portion 64 of web 62 extends laterally awayfrom tongue 65 and is fixedly secured at its distal end (not shown) toseat 10 a. Thus, tongue 65 may lockingly engage buckle 69 therebyforcing the torso portion 62 across the shoulder and chest of theoccupant residing on the seat and the lap portion 64 across the lap ofthe occupant. Restraint system 60 a may be equipped with a beltretractor assembly (not shown) or with one or more web adjusters (notshown) configured to adjust the fit of the belt 61 on the occupant.Positioning system 70 a comprises belt or web 72 extending fromattachment point or anchor 73, which may be coupled, for example, toseat back frame 510, downwardly away and transversely across towardconnector assembly 79. Connector 79 illustratively has an integrated webadjuster configured to adjust the length of web 72 by pulling onadjustment end or portion 42 to shorten the length. As shown, fixedattachment point 73 comprises a bracket bolted to the seat frame (notshown) and connector assembly 79 is a conventional tongue and buckleconfiguration; however, it will be recognized that any suitableconfiguration, such as shown in FIGS. 34-35, may be used. For example,attachment 73 and connection 79 may be configured to take advantage ofan upper anchorage 32 cooperating with a connector 36, 136, 236.Restraint system 60 a and positioning system 70 a cross the occupant asgenerally indicated by point 53 in order to provide cooperatingpositioning and restraint to the occupant. It is equally acceptable forweb 72 to cross over the top of web 61, or for web 61 to cross over thetop of web 72.

The illustrative embodiments depicted in FIGS. 37 and 44 aresubstantially similar to each other in operation and construction. Theembodiment depicted in FIG. 37 shows the positioning system 70 bconfigured on a seat 10 a generic to any vehicle in general or on a seat10 a representing a half or a third of a two- or three-passenger seat,such as vehicle seats 300, 400, 500, 600, 700. The embodiment depictedin FIG. 44 shows more specifically the positioning harness system 70 bspecifically adapted to a two-passenger seat 10 b, as for example, anyvehicle seat 300, 400, 500, 600, 700 disclosed in this applicationReferring to FIGS. 37 and 44 reveals a conventional restraint system 60b having a belt or web 61 including a chest portion 62 and a lap portion64. Web 62 is fixedly secured at its proximal end (not shown) to seat 10a and extends outwardly away from aperture 63 and downwardly awaytherefrom across the torso of the wearer. A conventional belt buckletongue 65 is slidably coupled to web 62 and is lockingly engageable withseat belt buckle 69. Buckle 69, in turn, is attached by web 67 to seat10 a. Lap portion 64 of web 62 extends laterally away from tongue 65 andis fixedly secured at its distal end (not shown) to seat 10 a. Thus,tongue 65 may lockingly engage buckle 69 thereby forcing the torsoportion 62 across the shoulder and chest of the occupant residing on theseat and the lap portion 64 across the lap of the occupant. Restraintsystem 60 b may be equipped with a belt retractor assembly (not shown)or with one or more web adjusters (not shown) configured to adjust thefit of the belt 61 on the occupant. Restraint harness 60 b furtherincludes a height guide web or belt 68 extending from aperture 66downwardly toward the bight of the seat, where belt 68 is fixedlyattached to, for example, the frame of seat 10 a. Slidably mounted tobelts 61 and 58 is height adjuster 58. Height adjuster 58 is configuredto associate belts 61 and 68 and slides up and down their length toadjust the position of the belts 61 and 68 on the wearer's shoulder.When properly configured on a wearer, web portion 62 falls over thewearer's chest and web 68 falls over the wearer's back.

Seat 10 a is depicted with a pair of spaced apart anchorages 34 whichillustratively are rigid members or D-ring anchorages 34 mounted in thebight of the seat 10 a between the back 12 and seat 16 portions. Asnoted, anchorages 34 may conform to FMVSS 225. Also depicted are upperanchorages 32, which may also serve as an upper tether anchorage orredirection member that receives and redirects toward a lower anchorage34 a tether strap or web 27. Positioning system 70 a comprises belt orweb 72 having opposing ends. Upper opposing end is attached to three-barslide 59 and lower opposing end is attached to connector assembly 38.Web 72 extends downwardly away from slide 59 transversely across backportion 12 to anchorage 34, which is releasably engaged by connector 38.Slide 59 is slidably coupled to height guide web or belt 78, andslidably associates webs 72 and 78. Web 78 has opposing ends havingconnector assemblies 36 and 38 attached respectively thereto. Connectorassembly 38 releasably engages anchor point 32, and connector assembly38 releasably engages anchorage 34. Web 78 extends downwardly fromanchor point 32 longitudinally downward toward anchorage 34. Theillustrative embodiment of FIG. 37 depicts each connector 38 in theunengaged position, and the illustrative embodiment of FIG. 44 depictsthe connector 38 of web 78 in the unengaged position. Connectors 36 and38 may have an integrated web adjuster (not shown) or may have anin-line adjuster 40 configured to adjust the lengths of web 72 and 78 bypulling on adjustment portion 42 to shorten the length of web 72 and 78.When properly configured on a wearer, web portion 72 falls over thewearer's chest and web 78 falls down the wearer's back. Restraint system60 a and positioning system 70 a cross the occupant as generallyindicated by location 53 in order to provide cooperating support andrestraint to the occupant. When properly configured on the wearer, belts62 and 72 will fall over the wearer's chest, and belts 68 and 78 willfall down the wearer's back, with height adjuster 58 and slide 59 beingpositioned near to the wearer's shoulders, thereby forming a four-pointrestraint. It will be appreciated that restraint system 70 b, in wholeor in part, may either underlie or overlie restraint system 60 b andvice versa.

Referring to FIG. 38, another illustrative embodiment is depicted.Harness positioning system 70 c is substantially similar in operation topositioning system 70 b described and depicted in FIGS. 37 and 44.Restraint system 70 c, further comprises a crotch assembly 80 having acrotch belt 82 slidably disposed on lap belt or portion 64 and extendinglongitudinally downwardly therefrom to tongue 85, which is fixedlyconnected to the distal end of belt 82. Tongue 85 is lockinglyengageable with belt buckle 89, which, in turn, is attached (not shown)by web 84 to seat 10 a. Web 84 may also be attached to the vehicle'sfloor, the child's seat, or other suitable anchor point. Web 82 liesbetween the wearer's legs, and has its length, or fit on the wearer,adjusted by pulling on web portion 86. Crotch assembly 80 cooperateswith the previously described restraint assemblies 60 c and 70 c to forma five-point restraint system suitable for use with wearers weighingless than about fifty pounds. This positioning harness system 70 c couldalso be adapted for use on any vehicle, including the school bus seat 10b depicted in FIG. 44, or vehicle seats 300, 400, 500, 600, 700. Also,any of the other herein described four-point restraint systems 70 a, 70b, 170 may be configured as a five-point system by adding the crotchassembly 80 thereto.

Illustratively, web 72 of the harness positioning systems 70 b, 70 c(FIGS. 37, 38, 44) has a fully extended length measured from the slide59 to the lower adjuster 40 of between about 35 to 45 inches, andtypically about 40 inches. The length of web 78 from the connector 36down to the web adjuster 40 is between about 20 to 25 inches, andtypically about 23 inches fully extended. The length between the webadjusters 40 and the connectors 38 on both webs 78, 72 is in a rangefrom about two to five inches, and typically about three inches. It willbe appreciated that other suitable lengths may be used. As noted each ofthe harness positioning systems 171, 70 a-c, may be operably mountedover or under the vehicle's restraint harness as best seen withpositioning harness 70 b depicted mounted under the vehicle harness 61in FIG. 37 and over the vehicle harness 61 in FIG. 44.

Referring to FIG. 41, an illustrative embodiment of another harnesspositioning system 20 a in accordance with the present invention isdepicted. The illustrative system 20 a is configured for use with avehicle seat 10 a having a generally vertically extending back portion12 and a generally horizontally extending seat portion 16 and isadaptable for use with any of systems 300, 400, 500, 600, 700.Positioning harness 20 a comprises a pair of spaced apart body straps orweb belts 22 and 24, which extend around the body of a wearer of theharness 20 a. Upper body strap 22 and lower body strap 24 are generallyparallel one to the other and with the seat portion 16. Generallyvertically extending and spaced apart connecting straps 26 connect upperstrap 22 with lower strap 24. The connecting straps 26 are generallyparallel to each other and are generally perpendicular to body straps 22and 24 and to seat 16. While three connecting straps 26 are shown,alternative embodiments, for example FIG. 42, may use a fewer or agreater number of connecting straps. Similarly, a harness 20 a equippedwith more than two body straps falls within the scope of the invention.Connecting straps 26 are attached to body strap 24 at attachment points45 and extend longitudinally upwardly away therefrom to attachmentpoints 46 on body strap 22. Each body strap 22 and 24 is equipped with aconnector assembly 23 a and 25 a, which is located at the front of therestraint harness 20 a, and which is used to secure the opposing ends ofrespective straps 22 and 24 together in order to mount the harness 20 ato the wearer. The connector assembly 23 a and 25 a may also be locatedat the back (23 b and 25 b in FIG. 42) or on the side of the body strap22 and 24. Body straps 22 and 24 each further includes a web adjuster 31slidably mounted to straps 22 and 24 and configured to adjust the fit ofthe harness 20 a on the wearer. Web adjusters 31 and 33 may be includedas a part of the respective connector assembly 23 a and 25 a, or may bemid-belt web adjusters separate from the respective connector assembly23 a and 25 a. Although not shown, it will be appreciated thatconnecting straps 26 may also be equipped with web adjusters adapted toadjust the vertical spacing between body straps 22 and 24 in order tofurther adjust the harness 20 a to fit the wearer as known to thoseskilled in the art.

A pair of spaced apart upper anchor straps 28 are attached to upper bodystrap 22 at connection points 46 and extend upwardly away therefrom. Apair of spaced apart lower anchor straps 29 are attached to lower bodystrap 24 at connection points 45 and extend generally downwardly awaytherefrom. Each anchor strap 28 and 29 has at its end distal from therespective body strap 22 and 24 a coupling mechanism 36 and 38 forreleasably mounting the harness 20 a to the seat 10 a.

Connectors 36 and 38 releasably and lockingly engage anchorages 32 and34 to mount the restraint system 20 a to the seat 10. Each anchor strap28 and 29 also includes a web adjuster 40 either slidably mounted to thestrap 28 and 29 as a mid-belt adjuster, as shown, or integrated into theconnector 36 and 38. In operation, each adjustment end or portion 42 ofeach connector strap 28 and 29 is pulled away from the adjuster 40 inorder to reduce the operable length of the connector strap 28 and 29.The upper portions of straps 28 may be configured to fall over theshoulders of the wearer, or under the arms.

Referring now to FIG. 42, another illustrative embodiment of a harnesspositioning system is depicted. Positioning harness 20 b is operablysubstantially similar to harness 20 a. The illustrative positioningsystem 20 b is configured for use with a vehicle seat 10 a as describedabove having a generally vertically extending back portion 12 and agenerally horizontally extending seat portion 16 and is adaptable foruse with any of systems 300, 400, 500, 600, 700. Restraint harness 20 bcomprises a pair of spaced apart body straps or web belts 22 and 24,which extend around the body of a wearer of the harness 20 b. Upper bodystrap 22 and lower body strap 24 are generally parallel one to the otherand with the seat portion 16. Generally vertically extending and spacedapart connecting straps 26 connect upper strap 22 with lower strap 24.The connecting straps 26 are generally parallel to each other and aregenerally perpendicular to body straps 22 and 24 and to seat 16. Whiletwo connecting straps 26 are shown, alternative embodiments may use agreater number of connecting straps. If additional straps 26 are used inthis restraint harness, however, they may or may not extend past thebody straps 22 and 24. A harness 20 b equipped with more than two bodystraps similarly falls within the scope of the invention. Connectingstraps 26 are attached to body strap 24 at attachment points 45 andextend longitudinally upwardly away therefrom to attachment points 46 onbody strap 22. Connecting straps 26 continue upwardly from attachmentpoints 46 and downwardly from attachment points 45. Mounted to eachopposing end of each connecting strap 26 is a connector 36, 38configured to lockingly engage corresponding anchorage 32, 34. Each bodystrap 22 and 24 is also equipped with a connector assembly 23 b and 25b, which is located at the back of the restraint harness 20 b proximateto back portion 12, and which is used to secure the opposing ends ofrespective straps 22 and 24 together in order to mount the harness 20 bto the wearer. Each connector assembly 23 b and 25 b may also be locatedat the front (FIG. 41) or on the side of the body strap 22 and 24. Bodystraps 22 and 24 each further includes a web adjuster 31 slidablymounted to straps 22 and 24 and configured to adjust the fit of theharness 20 b on the wearer. Web adjusters 131 and 133 may be included asa part of the respective connector assembly 23 b and 25 b, or may bemid-belt web adjusters separate from the respective connector assembly23 b and 25 b. Although not shown, it will be appreciated thatconnecting straps 26 may also be equipped with web adjusters adapted toadjust the vertical spacing between body straps 22 and 24 in order tofurther adjust the harness 20 b to fit the wearer. In such cases, bodystraps 22 and 24 would be slidably mounted to straps 26 as opposed tofixedly mounted as by stitching. Harness 20 b further includes agenerally horizontal strap 33 extending laterally between and attachedto connecting straps 26. The upper portions of straps 26 may beconfigured to fall over the shoulders of the wearer, or under the arms.

Referring to FIG. 43, another illustrative embodiment of a harnesspositioning system 20 c is depicted. The illustrative positioning system20 c is configured for use with a vehicle seat 10 a as described abovehaving a generally vertically extending back portion 12 and a generallyhorizontally extending seat portion 16 and is adaptable for use with anyof systems 300, 400, 500, 600, 700. Restraint harness 20 c comprises apair of continuous body straps or web belts 35 and 37, which extendaround the body of a wearer of the harness 20 c. Each opposing end ofeach Strap 35 and 37 is equipped with coupling mechanisms or connectors36 and 38 which are lockingly engageable with anchorage 32 and 34. Strap35 crosses and is connected to strap 37 at upper location 51 and lowerlocation 52. In addition, straps 35 and 37 are connected at points 45and 46 by generally longitudinally extending connecting straps 26. Eachbody strap 35 and 37 is also equipped with a connector assembly 23 c,which is used to secure the straps 35 and 37 together in order to mountthe harness 20 b to the wearer. Body straps 35 and 37 each include webadjusters 40 slidably mounted to straps 35 and 37 or integrated withconnector assemblies 36 and 38 and configured to adjust the fit of theharness 20 b on the wearer. Although not shown, it will be appreciatedthat connecting straps 26 may also be equipped with web adjustersadapted to adjust the vertical spacing between body straps 35 and 37 inorder to further adjust the harness 20 b to fit the wearer. In suchcases, body straps 35 and 37 would be slidably coupled to straps 26 asopposed to fixedly mounted as by the depicted stitching 45 and 46. Theupper portions of straps 30 and 31 may be configured to fall over theshoulders of the wearer, or under the arms.

Referring to FIGS. 41-43, the straps 22, 24, 26, 28, 29, 35 and 37 areconnected at the respective connection points 45, 46, 51 and 52 usingstitching. One skilled in the art will appreciate, however, thatalternate connections may be used. For example, hook and loop, rivets,zippers, glue, staples, melting or other suitable connecting structuresmay be used. Similarly, although the connector assembly (23 a, 25 a)depicted in the illustrative embodiment of FIG. 41 is a standard quickdisconnect connector, other connectors, such as, for example, hook andloop (FIGS. 42, 43), snaps, tongue and buckle, zippers, clamp, or othersuitable coupling structures may be used. So too, alternative connectorsmay be used, such as for example, the mini-connector 36, 38 depicted inFIGS. 41-43 and described herein above, snap hooks (FIG. 34), tongue andbuckle (FIG. 35), upper tether mounts 770, 970 (FIGS. 31, 33), or evensome type of fixed attachment such as rivets, bolts, brackets and thelike (FIG. 36). Moreover, a combination of different types of connectorsmay be used. For example, the mini-connector depicted in FIG. 41 may beused for the lower attachments and a snap hook or permanent attachmentmay be used for the upper attachments. The harnesses 20 a, 20 b, 20 c,70 a, 70 b, 70 c, 170 may be mounted to a car seat, a boat seat, anairplane seat, a van seat, a bus seat, or the seat 10 a of any othervehicle. Finally, although not shown, harnesses 20 a, 20 b, 20 c may beequipped with separate conventional shoulder webs or straps such asrestraint 60 a-60 c.

As noted, FIGS. 34 and 35 depict alternative connector assemblies 136and 236 for use with either anchor point 32 or 38 of the illustrativeembodiments described and shown in FIGS. 41-43. Similarly, connectorassemblies 36, 38, 136, and 236 are adaptable for use with the abovedescribed harness positioning systems 70 a (FIG. 36), 70 b (FIGS. 37 and44), and 70 c (FIG. 38), and with the restraint systems described aboveand depicted in FIGS. 42, 43, 45. In addition, each of the harnessespositioning systems 171, 70 a-70 c, 20 a-20 c upper tether systems 670,770, 870, 970, and portable child restraint seats 10 c-10 d describedherein are configurable for use with any of the seat systems 120, 220,300, 400, 500, 600, 700 described herein. It further will be appreciatedthat any of the seats 300, 500, 600, 700 are compatible for use with anadd-on child restraint system booster seat (not shown) including anybackless child restraint system or belt-positioning seat as those termsare defined by FMVSS 213, typically for use with children weighing lessthan about 50 pounds and an unrestricted booster seat typically for usewith children ranging in size from about 40 to 80 pounds or more.

An example of a suitable web adjuster 31, 33, 40 described herein foruse with any of the above systems illustratively may be of the kinddisclosed in commonly owned U.S. patent application Ser. No. 10/206,660filed by Woodard et al. on Jul. 26, 2002, the disclosure of which is noexpressly incorporated herein by reference. An example of a suitableconnector 36, 38 described herein for use with any of the above systemsillustratively may be of the kind disclosed in commonly owned U.S.patent application Ser. No. 10/206,603 filed by Wiseman et al. on Jul.26, 2002, which is now expressly incorporated herein by reference. Anyother suitable conventional connector may be used as well.

The interchangeability of the components of the illustrative embodimentsdescribed herein will be appreciated by those skilled in the art. Itwill also be appreciated that the anchorages 32 and 34 may be removableor integral to the vehicle seat, and that the restraint systems mountedthereto and described and depicted herein may also be either removableor integral to the vehicle seat.

The above described systems are configurable for use in any number ofvehicles including mini-vans, mini-buses, and school buses, and invarious seat sizes. For example, the seats 300, 400, 500, 600, 700illustratively may be about 40 to 50 inches high, and typically will beabout 44 inches high from the floor to the top of the cushion 383. Thewidth of the seats 300, 400, 500, 600, 700 may range from about 20 toabout 45 inches with typical embodiments being about 30 inches, 34inches, 36 inches, and 45 inches wide. The depth of the seats from thetop of the cushion 383 to the front of the seat cushion 386 ranges fromabout 23 to 30 inches. A typical embodiment will be about 27 inchesdeep. Illustratively, the floor mount module 430 is about 8 to 14 incheshigh, and is typically about 11 inches high. The height of the seatcushion 386 from the floor may be about 15 to 25 inches and it typicallyabout 20 inches.

Thus, it is seen that the modular nature of the above describedrestraint systems 20 a-c, 70 a-c, 300, 400, 500, 600, 700, allows forfashioning a number of optional combinations and permutations in bothdimensions and restraint systems. The following examples illustratesome, but not all of the possible combinations and permutations thatfall within the scope of the disclosure, such examples are not intendedto be limiting. For example, each vehicle restraint system 300, 400,500, 600, 700 could come in a 30 inch, a 33 inch and a 36 inch wideversion. Vehicle seat restraint system 400 could then add one or morepairs of anchorages 34 to frame 410 so that add-on child restraintsystems such as portable child seats 10 c, 10 d (FIGS. 39, 40, 45) couldbe added, even while retaining the passive restraint characteristics ofseat 400. So too, a restraint harness 336, 60 a-60 c, could be added toseat restraint system 400, and then upper tether mounts 670, 770, 870,970 configured to accommodate any of the positioning harnesses 170, 70a-70 c, 20 a-20 c, albeit perhaps at the diminished functioning of thepassive restraint characteristics of seat 400.

Similarly, vehicle seat restraint system 500 may be configured: (1) withone restraint harness; (2) with two restraint harnesses; (3) with athree-passenger seat having two restraint harnesses 336, 60 a-60 cand/or two pairs of anchorages 34; (4) with two restraint harnesses andtwo anchorages 34 for mounting an add-on child restraint system such asa portable child seat 10 c, 10 d (FIGS. 39, 40, 45) or a booster seat;(5) two restraint harnesses, two pairs of anchorages 34, and two uppertether mounts 670, 770, 870, 970 alone or in combination with twoanchorages 32, 136, 236 configured to mount up to two positioningharnesses 170, 70 a-70 c, 20 a-20 c, and/or up to two add-on childrestraint systems such as portable child seats 10 c, 10 d (FIGS. 39, 40,45) or two booster seats; and (6) two restraint harnesses, two pairs ofanchorages 34, and one or more integrated child restraint systems 605,which would be substantially equivalent to vehicle seat restraint system600 depicted in FIG. 27. Vehicle restraint system 600, in turn,illustratively could be equipped with upper tether mounts configured tomount up to two positioning harnesses 170, 70 a-70 c, 20 a-20 c, and/orup to two add-on child restraint systems such as child restraint seats10 c, 10 d (FIGS. 39, 40, 45) or booster seats, which would besubstantially equivalent to vehicle seat restraint system 700 depictedin FIG. 29, which comprises movable frame 510, two passenger restraintharnesses 336, 60 a-60 c, one or two integrated child restraint systems605, one or two booster seats (not shown), one or two pairs of loweranchors 34 configured to mount one or two add-on child restraint systemssuch as portable child seats 10 c, 10 d (FIGS. 39, 40, 45), one or twoupper tether mounts 670, 770, 870, 970 configured to mount, inconjunction with the lower anchorages 34, one or two positioningharnesses 170, 70 a-70 c, 20 a-20 c, and/or up to two portable childrestraint seats 10 c, 10 d. In addition, each of the just mentionedexamples may further vary by cushion and upholstery type, connectors,construction material, vehicle mounting means, and the like as has beendescribed herein above and as would be apparent to one skilled in theart. Finally, any of the above examples may further be configured foruse with a child booster seat using the anchorages 34 and the restraintharness 336. These, examples are meant to be illustrative rather thanlimiting in nature. It will be appreciated that the modular nature ofthe illustrative embodiments also allows for the above combinations andpermutations to be configured and deconfigured by changing components inand out as needed without the need to replace an entire seat.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, the same is to be considered asillustrative and not restrictive in character, it being understood thatall changes and modifications that come within the spirit of theinvention are desired to be protected.

1-33. (canceled)
 34. A vehicle seat comprising: a frame rigidly mountedto a vehicle, the frame supporting a seat member and a seat back, theseat back including a stationary seat back member rigidly mounted to theframe and a seat back frame member movably mounted to the frame, theseat back frame member configured to move relative to the frame in adirection away from the stationary seat back member; a seat base movablymounted to said seat back frame member adjacent said seat member, saidseat base movable downwardly toward said seat member to form a childseat; and a restraint harness affixed to said seat base and to said seatback frame member, said restraint harness maintaining an occupant ofsaid child seat secured to said seat base and to said seat back framemember.
 35. The vehicle seat of claim 34 wherein said restraint harnessis a multiple-point harness restraining system.
 36. The vehicle seat ofclaim 34 further including a transverse bar affixed to opposite ends ofsaid seat back frame member, said transverse bar supporting saidrestraint harness between said seat back frame member and said seatbase.
 37. The vehicle seat of claim 34 further including a cushionaffixed to said seat base. 38-69. (canceled)
 70. A vehicle seatcomprising: a frame defining a seat support surface, said frameconfigured for mounting to a frame support structure of a vehicle; firstand second posts extending away from said seat support surface of saidframe adjacent opposite ends thereof; a seat member mounted to said seatsupport surface of said frame; a panel mounted to said first and secondposts and defining a seat back, said panel having a front surfaceadjacent said seat member; a seat back frame member movably attached tosaid frame adjacent said opposite ends thereof; and a seat base movablymounted to said seat back frame adjacent said seat member, said seatbase movable downwardly toward said seat member to form a child seat;wherein said seat back frame member and said seat base are movable awayfrom said front surface of said panel toward said seat member inresponse to a rapid deceleration of the vehicle. 71-73. (canceled) 74.The vehicle seat of claim 70 wherein said seat member is formed of alightweight plastic material.
 75. The vehicle seat of claim 74 whereinsaid light weight plastic material defines therein a number of recessesconfigured to impart rigidity to selected regions of said seat member.76-83. (canceled)
 84. The vehicle seat of claim 70 wherein said panel isdeformable to absorb energy resulting from an impact therewith.
 85. Thevehicle seat of claim 84 wherein said first and second posts aredeformable to absorb energy resulting from an impact with said panel.86. The vehicle seat of claim 85 wherein first and second posts and saidpanel are together sufficiently deformable to satisfy a predefineddeformability standard.
 87. (canceled)
 88. The vehicle seat of claim 85wherein said panel defines first and second channels adjacent oppositeedges thereof, said first and second posts received within said firstand second channels respectively.
 89. The vehicle seat of claim 70wherein said panel is formed of a lightweight plastic material.
 90. Thevehicle seat of claim 89 wherein said light weight plastic materialdefines therein a number of recesses and grooves configured to impartrigidity to selected regions of said panel. 91-99. (canceled)
 100. Thevehicle seat of claim 70 further including a first restraint harnessaffixed to said seat base and to said seat back frame member, said firstrestraint harness maintaining a first occupant of said child seatsecured to said seat base and to said seat back frame member upon impactof the vehicle.
 101. The vehicle seat of claim 100 wherein said firstrestraint harness is a multiple-point harness restraining system. 102.The vehicle seat of claim 100 further including a transverse bar affixedto opposite ends of said seat back frame member, said transverse barsupporting said first restraint harness between said seat back framemember and said seat base.
 103. The vehicle seat of claim 100 furtherincluding a cushion affixed to said seat base.
 104. The vehicle seat ofclaim 100 wherein said first occupant weighs between about 20 and 50pounds.
 105. The vehicle seat of claim 100 further comprising a secondrestraint harness affixed to said frame and to said seat back member.106-152. (canceled)
 153. A vehicle seat comprising: a frame rigidlymounted to a vehicle, the frame supporting a seat bottom and a seatback, the seat back including a first seat back member movably mountedto the frame and a second seat back member fixedly mounted to the frame,the second seat back member having a front surface extending upwardlyaway from the seat bottom and configured to receive the first seat backmember; and a seat base movably mounted to the first seat back member,the seat base movable between a stowed position with the seat basereceived by the first seat back member adjacent to the front surface ofthe second seat back member and a seating position with the seat basemoved away from the stowed position toward the seat bottom to form achild seat, the vehicle seat configured to receive a first occupantsupported by the seat bottom when the seat base is in the stowedposition, and to receive a second occupant supported by the seat basewhen the seat base is in the seating position.
 154. The vehicle seat ofclaim 153 wherein the second occupant weighs between about 20 and 50pounds.
 155. The vehicle seat of claim 154 wherein the first occupantweighs greater than about 50 pounds.
 156. The vehicle seat of claim 153further including a first restraint harness configured to restrain thefirst occupant in the vehicle seat.
 157. The vehicle seat of claim 156wherein the first restraint harness comprises a restraining web having afirst end mounted to either of the frame and the vehicle and a secondend, and a buckle member mounted to either of the frame and the vehicle,the second end of the web configured for releasable engagement with thebuckle member to releasably restrain the first occupant in the vehicleseat.
 158. The vehicle seat of claim 156 further including a secondrestraint harness configured to restrain the second occupant in the seatbase.
 159. The vehicle seat of claim 158 wherein the second restraintharness is affixed to said seat base and to the first seat back member,the second restraint harness configured to releasably restrain thesecond occupant in the seat base.
 160. The vehicle seat of claim 159further including a transverse bar affixed to opposite ends of the firstseat back member, the transverse bar supporting the second restraintharness between the first seat back member and the seat base.
 161. Thevehicle seat of claim 158 wherein the second restraint harness ispositioned between the seat base and the front surface of the secondseat back member when the seat base is in the stowed position.
 162. Thevehicle seat of claim 153 wherein the vehicle seat defines a firstoccupant location configured for occupation by only the first occupant,and a second occupant location beside the first occupant location, theseat base positioned relative to the vehicle seat to move to the seatingposition over the second occupant location, the second occupant locationthereby configured for occupation by the first occupant when the seatbase is in the stowed position, and by the second occupant when the seatbase is in the seating position.
 163. The vehicle seat of claim 162further including a first restraint harness configured to restrain thefirst occupant in the first occupant location.
 164. The vehicle seat ofclaim 163 wherein the first restraint harness comprises a restrainingweb having a first end mounted to either of the frame and the vehicleand a second end, and a buckle member mounted to either of the frame andthe vehicle, the second end of the web configured for releasableengagement with the buckle member to releasably restrain the firstoccupant in the first occupant location.
 165. The vehicle seat of claim163 further including a second restraint harness configured to restrainthe first occupant in the second occupant location.
 166. The vehicleseat of claim 165 wherein the second restraint harness comprises arestraining web having a first end mounted to either of the frame andthe vehicle and a second end, and a buckle member mounted to either ofthe frame and the vehicle, the second end of the web configured forreleasable engagement with the buckle member to releasably restrain thefirst occupant in the second occupant location.
 167. The vehicle seat ofclaim 165 further including a third restraint harness configured torestrain the second occupant in the seat base when the seat base is inthe seating position over the second occupant location.
 168. The vehicleseat of claim 167 wherein the third restraint harness is affixed to saidseat base and to the first seat back member, the third restraint harnessconfigured to releasably restrain the second occupant in the seat base.169. The vehicle seat of claim 168 further including a transverse baraffixed to opposite ends of said first seat back member, said transversebar supporting said third restraint harness between said first seat backmember and said seat base.
 170. The vehicle seat of claim 167 whereinthe third restraint harness is positioned between the seat base and thefront surface of the second seat back member when the seat base is inthe stowed position.
 171. The vehicle seat of claim 153 wherein thevehicle seat defines first and second side-by-side occupant locations,and wherein a first seat base is positioned relative to the vehicle seatto move to the seating position over the first occupant location, thefirst occupant location thereby configured for occupation by the firstoccupant when the first seat base is in the stowed position and by thesecond occupant when the first seat base is in the seating position overthe first seating location, and wherein a second seat base is positionedrelative to the vehicle seat to move to the seating position over thesecond occupant location, the second occupant location therebyconfigured for occupation by the first occupant when the second seatbase is in the stowed position and by the second occupant when thesecond seat base is in the seating position over the second occupantlocation.
 172. The vehicle seat of claim 171 further including a firstrestraint harness configured to restrain the first occupant in the firstoccupant location.
 173. The vehicle seat of claim 172 wherein the firstrestraint harness comprises a restraining web having a first end mountedto either of the frame and the vehicle and a second end, and a bucklemember mounted to either of the frame and the vehicle, the second end ofthe web configured for releasable engagement with the buckle member toreleasably restrain the first occupant in the first occupant location.174. The vehicle seat of claim 172 further including a second restraintharness configured to restrain the second occupant in the first seatbase when the first seat base is in the seating position over the firstoccupant location.
 175. The vehicle seat of claim 174 wherein the secondrestraint harness is affixed to said first seat base and to the firstseat back member, the second restraint harness configured to releasablyrestrain the second occupant in the first seat base.
 176. The vehicleseat of claim 175 further including a transverse bar affixed to oppositeends of said first seat back member, said transverse bar supporting saidsecond restraint harness between said first seat back member and saidseat base.
 177. The vehicle seat of claim 174 wherein the secondrestraint harness is positioned between the first seat base and thefront surface of the second seat back member when the first seat base isin the stowed position.
 178. The vehicle seat of claim 174 furtherincluding a third restraint harness configured to restrain the firstoccupant in the second occupant location.
 179. The vehicle seat of claim178 wherein the third restraint harness comprises a restraining webhaving a first end mounted to either of the frame and the vehicle and asecond end, and a buckle member mounted to either of the frame and thevehicle, the second end of the web configured for releasable engagementwith the buckle member to releasably restrain the first occupant in thesecond occupant location.
 180. The vehicle seat of claim 178 furtherincluding a fourth restraint harness configured to restrain the secondoccupant in the second seat base when the second seat base is in theseating position over the second occupant location.
 181. The vehicleseat of claim 180 wherein the fourth restraint harness is affixed tosaid second seat base and to the first seat back member, the fourthrestraint harness configured to releasably restrain the second occupantin the second seat base.
 182. The vehicle seat of claim 181 furtherincluding a transverse bar affixed to opposite ends of said first seatback member, said transverse bar supporting said fourth restraintharness between said first seat back member and said seat base.
 183. Thevehicle seat of claim 180 wherein the fourth restraint harness ispositioned between the second seat base and the front surface of thesecond seat back member when the second seat base is in the stowedposition.
 184. The vehicle seat of claim 153 further including arestraint harness configured to restrain either of the first occupant inthe vehicle seat and the second occupant in the seat base.
 185. Thevehicle seat of claim 184 wherein the seat base acts as a booster seatwith the second occupant weighing more than about 40 pounds and thefirst occupant weighing more than about 50 pounds.